


fTI 



m fe, 




ill 



m m 



Tl 




J 






1111 



■%'.■■"■'. 



# ; BS<f»Ss^ 





£M 







Glass _JJ 5 TIL 
Book t3l 



Zh&L 






/ 










d 













.--iSI 



■ 








, 



/ 




m 



- 



<5$f ^?^ 







REGIMENTAL BIOGKAPI IY 

i ® n ik, 
21s» ENGINEERS I ( LIG1 I F R UlL/W IY) 



Copyright. 1919, by 

Twenty. First Engineers 

(Light Railway) 

New York 



©CI.A535194 



Printed by 

The McConnell Printing Company 

New York 



OCT -8 



2)ebication 



1Re$pectfull\> beMcateb to the 
memory of %t Colonel Sitter, 
"®ur ©lb flfoan," anb those of 
bis bo\>s who shall never return 



m,u „*m* < *» . w:* » *. i v*r ** to ■ Knw * rw aa*a*& w ' ^ 1 **^'2**»** J ****«**> 



unap i oa fci ng'ji 









f 



' 



^4 



* 



)K>~ ',.,» 



>: - 









a^ 



\ 



3 •>?? 






^W^ 



.tv r* " ."**^ k 



TT^^r^^' 






2 









x? : 






<« 



'«aa^ 






fife. ,-■**""* 




-«*» 

-*"'«**• 






'1 ' *^ 






S. -V 



■■» ;**■ 



»- 



../ 



•-•---is 



& 



SsSHk**- *'"^K f 













" **•*' 







ilf*'lfcs a 



3P^-V 




5 



y 




fifc 



^ 






y 






-*wp 




'V 



V- 
















-^^ ^ 



^•;J^ 






' ■ nJJwj P ^Ti^iii "iiiili ' mr'ii Wfii i -if* 5 *" n 



te > M1 .. M ^nrr' N A k,a,.-«- < , 1 ii^ M ^ -t i ■ i . ■ ■ ■ m - 1 i -;<*. r - Ofa> — A^di^, .. f - fj | - t '^mrhn ^ -n' i itjag l 'M i h^ lii i ii i -iTi - -it - " - T - —• ■" 



Sf 



y^\_ejLA/> . £ \ SA ' 



ffi 



Ak 
Historical % Technical 

Biography °7 //ie - 
Twenty-First Engineers, 

United States Army. 



J) relenting their pari in ihe^ 

World War. 






rrrr 



If 1 1 1^11 



rr 



Compiled and Edited 

h y^ ihe - REGIMENT. 
1919 



a 



V/AJt«i_ 



B 



.A 5 



Prolo^e© 

When Knights of Old their battles fought, 

And Poets strove their tales to tell; 
Bethink you, while the Knight in Glory fought. 

The Poet in shirt sleeves worked like — well, 
He worked, and sung, and finally wrote a book. 

Though this book shows no great poetic strain, 
The Editors have by hook and crook 

Gathered the Dope and worked with might and main. 

And while we slaved zee couldn't help but feel 

The responsibility of our undertaken work. 
"T was up to us to in this book reveal 

The deeds of men who did and did not shirk. 
And in this book, dear reader, we have tried 

To do them justice, those who for Country toil 
On battlefields; some wounded, some died; 

And now their bodies rest in France's soil. 

But if by labor we can implant 

Some monument upon the Roads of Time, 
To which the soldier like a Pilgrim bent 

May look, and feel the spark sublime 
Of recurring memories of that not far distant day 

When Duty called. Adventure beckoned 
And no choice teas left but to obey. 

If, as I say, ice can keep alive that flame 
We'll feel our labors have not been in vain. 



(6) 



FOREWORD 




HIS Historical Biography has been written as 
a monument to the work of the 21st Regiment 
Engineers in France. It is intended in this 
book to portray and describe as completely as 
possible its many achievements, something of the diffi- 
culties surmounted and to show what a necessary asset 
a narrow gauge unit is to modern warfare. 

After the signing of the armistice and the close of hos- 
tilities, the men of the regiment began to think about re- 
turning to their homes, to again take up the work they 
had left upon their entry into the army. Then also came 
the thought that the regiment would be demobolized and 
with it would go all the incidents and many happenings 
of interest to all the men of the command. Nothing would 
be left but a vague memory of the 21st Engineers' work 
in the great conflict. It seemed a mistake to allow so much 
valuable data, both technical and historical, gained by 
hard labor and experience, to be cast aside in a moment 
and perhaps be lost forever. Too, every man wanted some 
memento to keep as a reminder, lest they forget old time's 
and old friends, as well as to have some concrete evidence 
of their experiences on light railways in the combat area. 
Thus, this biography had its conception. It was thought 
that only a book could and would answer the purpose. 
Authorized by the commanding officer, the work was 
started and the staff designated to compile the contents 
were soon engulfed with stories, poems, cartoons and ar- 
ticles of interest contributed by various individuals of the 
unit. The large variety of the data submitted gave the 
editors a liberal field to select from ; and this enabled them 
to insert into the book what is considered some of the best 
stories on American activities in the Toul and Argonne 
Sectors. The interest displayed by all has been, without 
a doubt, the most important factor in its compilation. 
Making this book a mark of credit to the regiment was 
the one idea that became paramount, as the work pro- 
gressed and neared completion. 

Each company and the many detachments have their 
own history separate from the Battalions and Regiment. 
This was considered necessai-y owing to the fact that so 
much detail was required to cover the activities of the vari- 
ous companies, distributed as they were so widely through- 
out the several campaigns. It was thought a general his- 
tory alone would have a tendency to detract from the 
companies individual achievement. The intentions of the 
book were to slight no one. 

Therefore, in reading these narratives it is believed 
that they will bring back to every man some memory worth 



while, of something accomplished, something of the joys, 
the discomforts and hardships so common in the army, 
and something of life as it was found in France. It should 
afford them no little satisfaction to read of the achieve- 
ments of the regiment while it served with the first Ameri- 
can army, with the realization of their own part played, 
however humble it might have been. 

Parallel events of importance have caused some repeti- 
tions which we have deemed necessary to include; which we 
have endeavored, however, to present from the varying 
viewpoints of the several departments. 

The many scenes of the regiment's wide scope of opera- 
tion have been described b}' stories, historical data, and 
to a great extent by photographs taken by the staff pho- 
tographer from the chief engineer's office and from private 
collections. This collection of photographs is considered 
one of the finest of its kind. It is well to state that a 
great deal of our activities around the front are not 
portrayed by photographs. The reason for this was that 
during the offensives no individual cameras were allowed, 
and although there were many pictures taken by the sig- 
nal corps, they are not available to us at this time. On 
this account most of the pictures show the work in the 
back areas and do not give an idea of the full scope of 
the regiment's operations. 

Special articles on the work of light railways in con- 
nection with war strategy together with construction and 
reconnaissance are some of the most important stories of 
the book. They deal with the numerous movements of 
the American Forces in both the Toul and Argonne Sec- 
tors following up the combat forces and explaining the 
great things accomplished there. This work is very clearly 
pictured on special maps which the regiment prepared to 
facilitate liaison with the army units during the drives. 
These maps have been reproduced from the originals and 
placed here in the history. They show the layout of the 
numerous arteries of narrow gauge track running toward 
the front, including a number of lines captured from the 
Germans. There is no question but what these articles 
are worthy of mention as they explain fully and intelli- 
gently the reason for narrow gauge railways, and the as- 
sistance they lend to the artillery and other organizations 
and how road traffic and congestion are relieved, thereby 
releasing a large number of motor trucks which might be 
used for other purposes. 

The technical section contains a number of articles 
contributed by the men who participated actively in the 
construction, maintenance and operation of light railway 



(7) 



which it is believed will prove of much interest. This sec 
tion also covers our work in the S. O. S. and the ((instruc- 
tion of the L. R. Central shops. It tells how rolling stock 
was assembled and sent forward for service, and describes 
the organization charged with upkeep of motive power and 
equipment so vital to operation. Following through the 
biography are many other stories embracing most of the 
regiment's activities in France and are so arranged to al- 
low the reader to follow from one event to another with- 
out losing the real theme of the work. They offer much 
more detail than was anticipated when the history was 
first started, the cancellation of early sailing orders allow- 
ing the staff to incorporate data which would not have 
been obtainable otherwise. 

It has been tile honest endeavor of the editor to elimi- 
nate any unjust criticism or such that could not be 
substantiated and where criticism does occur it is intended 
as construction rather than destruction and incorporated 
with a view of explaining the difficulties met and solved, 
which in future could be used for reference and study of 
the peculiar problems of light railway operation. 

The life of the soldier is portrayed by cartoons, show- 
ing the semi-tragic and humorous sides of the army. 
These in conjunction with the funny stories, poems and 



odes offer the average soldier's sentiments regarding mili- 
t arv discipline. 

Accounts of hazardous undertakings and experiences 
under shellfire. are as written or related by the men who 
went through the experiences. 

To all knowledge of the editors and those who have 
passed on this biography all stories and other articles set 
down in the contents have taken place. Nothing has been 
assumed, and we fully believe and consider this history to 
be a truthful and authentic account of the various adven- 
tures and achievements of the regiment. 

The death of Lieut. Colonel H. J. Slifer occurred as 
this history was being compiled. He being so large a 
figure in the success of the 21st Engineers, his loss was 
keenly felt. This book has been dedicated as a tribute to 
him and those of his boys who will not return. 

The editors, in behalf of the regiment, wish to thank 
the officers and men for their earnest work and contribu- 
tions to the book. On account of the limited space many 
articles had to be curtailed and in some cases eliminated. 
Nevertheless we wish to express our appreciation to each 
and every man who has contributed toward making the 
book the success, this we hope it to be. 

The Editors. 




(8) 



Li©uit©eaieit=Col©e©l Hiraoi Jo SMffeir 



Gihfflplfflie Francis K, Little 




IRAM J. SLIFER, Lieutenant-Colonel ami 

father of the 21st Regiment of Engineers, a 

man of many noble qualities and excellent 

gifts, was respected, 

admired and loved by 
all who served with him. This 
book, which aims to be a faith- 
ful record of a work and life over 
which he presided and in which 
he was the outstanding and most 
interesting figure, is offered in 
genuine humility and love as an 
i m p e r f e c t but not unfitting 
tribute to his memory. 

Although sixty years of age, 
when the youth of America be- 
gan its crusade against a mighty 
revival of barbarism, Colonel 
Slifer was among the first to 
volunteer and be accepted for 
service. His place was with the 
youth of the world. Despite the 
encroaching years, life was still 
a great adventure ; a noble cause 
fanned his enthusiasm to a roar- 
ing flame, and there was in him 
an unusual capacity for self- 
forgetfulness and sacrifice which 
often fell little short of prodigal- 
ity. He had passed the ambush 
of young days, the dull, prosaic 
middle years, yet his ideals were 
fresh and strong, and belonged 
peculiarity to the springtime of 
life. He recognized no limits to 
his capacity for work and en- 
durance. The hardships of war 
were accepted as a matter of 
course. It was often suggested 
to him that he might spare him- 
self without detriment to the 
service, but these suggestions he 
quietly ignored. Apparently 
unconscious that even industry 
must pay tribute to advancing 
years, he was steadily and always 
working at a pace with which 
younger men could not keep up 
without extraordinar}' efforts. 
The passing years had left their 
marks upon his person, but in 
all things of the spirit he was as 
young as any man in the regi- 
ment. 

Though this persistent 
youthfulness was a striking 




quality of the man, there was also a force of mind and 
character which showed plainly that sixty years rich in 
experience had not been passed in vain. He was youthful. 

beautifully so. nevertheless a fine 
example for ripe manhood, strong 
and intelligent. He commanded 
that force of will which binds 
various elements together into a 
whole and surmounting obstacles 
drives a difficult task to success- 
ful completion. In two great 
American offensives, he had ac- 
tual command in the field of all 
light railway operations. The 
task of constructing and operat- 
ing these roads was a difficult 
one. In the peculiar circum- 
stances success depended upon 
character as well as knowledge 
and experience. It was Colonel 
Slifer's masterlv will together 
with his wide knowledge and long 
experience of railroad work 
which finally crowned the labors 
of the regiment with so large a 
measure of success that it called 
forth many expressions of ap- 
preciation from the higher au- 
thorities. 

His fine intelligence showed 
itself in ways too numerous to 
mention here, but in none more 
strikingly than the excellent taet 
he showed in dealing with the 
officers and men who worked un- 
der him. His requirements were 
high and hard to fulfill, his own 
indefatigable industry was his 
standard for others. He was 
severe on those whose work did 
not measure up to what he ex- 
pected, and he had little patience 
even for the most plausible ex- 
cuse. On the other hand he took 
pains to know his men well, and 
judged accurately what they 
could do best. He was fond of 
them anil knew how to be a good 
friend. The result was that 
among officers and men it was 
universally agreed that they 
would rather take a "bawling 
out" from the "Old Man" than a 
conrpliment from any other offi- 
cer in the army. No doubt this 
attitude on the part of the offi- 



(9) 



cers and men was due somewhat to the power and attrac- 
tiveness inherent in the Colonel's unusual personality, but 
not all; it was mainly the result of an intelligent manage- 
ment of men. 

The spirit of youth combined with the strong will and 
keen intelligence of ripe manhood, such was our Lieu- 
tenant-Colonel as we knew him and loved him. He was 
born October 12, 1857, in Montgomery Country, Penn- 
sylvania, and received his early education in the public 
schools of Philadelphia. He graduated from the Poly- 
technic College of Pennsylvania with the degree of Me- 
chanical Engineer, then began a long and varied career as 
an engineer, in the course of which he served with a large 
number of the best known railroads in the United States, 
and so gained an intimate knowledge of railroad work in 
all its various phases. To record here a list of the promi- 
nent positions he held with various corporations would 
extend this short account beyond its proper limits. It is 
sufficient to say that when on August 15, 1917, he was 
commissioned Major in the Engineer section of the Offi- 
cers Reserve Corps, he brought to the service of his coun- 
try the fruit of a rich and varied experience in all depart- 
ments of railroad work, and an executive ability which had 
been tested over and over again in jjositions of the largest 
responsibility. 

On Sept. 20, 1917, Major Slifer was assigned to the 
21st Regiment of Engineers, Light Railway, and a few 
days later was commissioned Lieutenant-Colonel. For 
two or three months he was occupied with preliminary 
work, selecting men, developing the organization, but by 
the middle of January the regiment had arrived in France 
and was ready to carry on its destined work. After a few 
weeks in the region of the Service of Supply doing im- 
portant work, the regiment was moved to Sorcy (Meuse), 
the headquarters of the American Light Railways in the 
Advance Zone. Colonel Slifer was made Chief Engineer 
of the Light Railways, operated by the 21st Engineers, 
and formulated plans of construction, maintenance, and 
operation which later proved of inestimable value. In 
July he was busily engaged on a light railway system to 



serve tin American Sector to the south of Luneville, and 
returned to Sorcy just in time to complete preparations 
for the great St. Mihiel Offensive. During these stirring 
days, he was at his office or in the field working from 
twelve to eighteen hours out of every twenty-four. 

The first great American Offensive was barely over 
before the second had begun. On October 12, the 21st 
Engineers were moved from Sorcy to Vraincourt in order 
to maintain and operate the light railway during what has 
come to be known as the Meuse-Argonne Offensive. The 
combatant railways in this sector were in a deplorable 
condition and practically no service was being given to 
the organizations in the line. By November 1st, a remark- 
able amount of work had been accomplished, and large 
quantities of ammunition, rations, and other supplies were 
being carried by the light railway lines to within one mile 
of the front lines throughout the whole sector. This was 
the work of Colonel Slifer. From the first of November 
to the thirteenth he was constantly with his men in the 
most trying and dangerous circumstances, and it was due 
to him above all others that the Service of Supply bore 
up under the strain in the Advance Zone. 

On November 13th, he was thrown from a light rail- 
way motor and in addition to a severe shock, suffered a 
fractured arm. The strain of the past months began to 
tell upon him and pneumonia set in. His robust consti- 
tution withstood this attack, but as he was slow to recover 
full strength, a medical board recommended that he be 
sent home. In order to say good-bye to his officers and 
men, he traveled from Cannes in the South of France to 
Conflans, Meurthe et Moselle. This journey was too much 
for his reduced strength. He was seized with a second at- 
tack of pneumonia and died on February third. 

We buried him in the American Cemetery, Aulnois, 
Meuse, which is situated on a hill overlooking our former 
camp at Sorcy Gare, and placed a simple stone cross to 
mark the spot. His lasting monuments are the victory 
for which he labored so ardently and the devotion of all 
who served with him. 



"He was a man, take him for all in all, 
I shall not look upon his like again." 



(10) 




Cemetery at Abainville 



3n jWrmortam 



Lieut. Colonel Hiram J. Slifer, Commanding 
Officer of the 21st Regiment Engineers, LR., died 
of bronchial ^meumonia in Base Hospital No. 1, 
Xeufschateau, France, Feb. 3, 1919, and was 
buried with full Military honors in Grave No. 115. 
American Military Cemetery, No. 77T in the 
Commune of Vertusey, District of Commercv, 
Dept. of Meuse, France, Feb. 5, 1919. 

Lieut. Col. Slifer was born Oct. 12, 1857 and 
was commissioned Major, Corps of Engrs., in 
August, 1917, and was recommissioned Lieut. 
Colonel in October, 1917. 

His nearest relative, Mrs. Mary Slifer (wife), 
resides at 6227 Dorchester Avenue, Chicago, 111. 

Chester H. Plimpton, 1st Lieut, of Company F, 
21st Regiment Engineers, L.R., was killed in ac- 
tion by concussion from explosion of shell from 
enemy artillery fire, near Thiacourt (Meuse), 
Sept. 27, 1918, and was buried with full Military 
Honors in Grave No. 71, American Military 
Cemetery No. 777, in the Commune of Vertusey 
District of Commercv, Dept. of Meuse, France, 
Sept. 29, 1918. 

Lieut. Plimpton was born March 2, 1893, and 
was commissioned 1st Lieut. Corps of Engineers, 
Jan. 7, 1918. 

His nearest relative, Mrs. George A. Plimpton 
(Mother), resides at 52 East Swan Street, 
Buffalo, N. Y. 

Hunter McClure, 1st Lieutenant of Company 
N, 21st Regiment Engineers, L.R., died of Cere- 
bro Spinal Meningitis in Base Hospital No. 66, at 
Neuf-Chateau (Vosges), Sept. 26, 1918, and was 
buried with full military honors in Grave No. 30, 
American Military Cemetery No. 4, Neufchateau 
(Vosges), France, Sept. 27, 1918. 

Lieut. McClure was born Dec. 23, 1887, and 
was commissioned 1st Lieutenant, Corps of En- 
gineers, July 20, 1917. 

His nearest relative, Mrs. Josephine Harri* 



(sister), resides at 34 Highland Ave., Piedmont, 
Cal. 

John C. Gates, Private of Company A, 21st 
Regiment Engineers, L.R., died from causes un- 
known aboard the U.S.S. "President Grant," 
Jan. 5, 1918, and was buried at sea with full mili- 
tary honors the same date. Pvt. Gates was born 
Aug. 28, 1892, and enlisted in the Engineers at 
Columbus Barracks, Ohio, Sept. 9, 1917. 

His nearest relative, Mr. Isaac Gates ( father) 
resides at 239 East 11th St., Tyrone, Pcnna. 

Harry G. Wirstrom, Private of Company B, 
21st Regiment Engineers, L.R., died of pneumonia 
in Camp Hospital, No. 52, at Le Mans (Sarthe), 
France, April 3, 1919, and was buried with full 
military honors in Grave No. 19, Section A. Plot 
20, American Military Cemetery at Le Mans 
(Sarthe), France, April 4, 1919. ' 

Pvt. Wirstrom was born Nov. 25, 1899 and 
enlisted in the Engineers at Columbus Barracks, 
Ohio, Sept. 25, 1917. 

His nearest relative, Mr. Carl Wirstrom 
(father), resides at 1367 East 66th St., Cleveland, 
Ohio. 

Clifford J. Van Frank, Private of Company 
B, 21st Regiment Engineers, L.R., died of bron- 
chial pneumonia in Camp Hospital No. 52, at Le 
Mans (Sarthe), France, and was buried with full 
military honors in Grave No. 9, Section A, Plot 
20, American Military Cemetery at Le Mans 
(Sarthe), France, April 6, 1919." 

Pvt. Van Frank was born March 5, 1887, and 
enlisted in the Engineers at Columbus Barracks, 
Ohio, Sept. 22, 1917. 

His nearest relative, Miss Anna Van Frank 
(sister), resides at 2595 Eastern Ave., Cincin- 
nati, Ohio. 

Charles J. Reilly, Sergeant of Company C, 
21st Regiment Engineers, L.R., was killed in ac- 
tion by shrapnel from explosion of enemy air- 



(11 



plane bomb at Sorcy Gare (Meuse), France, 
Sept. 16, 1918, and was buried with full military 
honors in Grave No. 59, American Military Ceme- 
tery No. 777 in the Commune of Vertusey District 
of Commercv Dept. of Meuse, France, Sept. 18, 
1918. 

Sergt. Reilly was born Sept. 10, 1887, and en- 
listed in the Engineers at Toledo, Ohio, Sept. 21, 
1917. 

His nearest relative, Mrs. Mary O'Connor 
(grandmother), resides at 1519 West Broadway, 
Louisville, Kentucky. 

Edward F. Rank, Private of Company "C", 
21st Engineers, L.R., was accidently killed in 60- 
cm gauge railway wreck, west of Buxieres (Meuse) 
France, Oct. 5, 1918, and was buried with lull 
military honors in Grave No. 78, American Mili- 
tary Cemetery No. 777, in the Commune of Ver- 
tusey, District of Commercy, Dept. of Meuse, 
Fiance, Oct. 7, 1918. 

Private Rank was bom October 31, 1891, ami 
enlisted in the Engineers at Detroit, Mich., Nov. 
21, 1917. 

His nearest relative, Mrs. Charles Rank 
(mother), resides at 207 Maidstone St., Detroit, 
Mich. 

Grover L. Case, Private of Company "C", 
21st Regiment Engineers, L.R., was accidently 
killed by falling un- 
der the wheels of 
moving train near 
Audun Le - Roman 
( Meurthe et Mo- 
selle), December 
13, 1918, and was 
buried with full 
military honors in 
Grave No. 113, 
American Military 
Cemetery No. 777, 
in the Commune of 
Vertusey, District 
of Commercy, Dept. 
of Meuse, France, 
Dec. 15, 1918. 

Private Case 
was born Feb. 3, 
1893 and enlisted in 
the Engineers at 
Saginaw, Mich., 
Sept. 20, 1917. 

His nearest rel- 
ative, Mrs. Lillie 
Case (mother) re- 
sides at 1703 Union 
St., Saginaw, Mich. 
George T. Hig- 
gins, Private of 
Company "C", 21st 
Regiment E n g i - 




Grave of Lieut. Col. H. J. Slifer 



neers L.R., was killed by an unknown person near 
the railroad tunnel at Auboe (Meurthe et Moselle) 
March 8, 1919, and was buried with full military 
honors in Grave No. 118, Am. Mil. Cem. Xo. 777, 
in the Commune of Vertusey, Dist. of Commercy, 
Dept. of Meuse, France, Mar. 10, 1919. Pvt. Hig- 
gins was born Mar. '25, 1894, and enlisted in the 
Engineers at St. Louis, .Mo., May 29, 1917. Near- 
est relative, Mrs. Cora 1?. Higgins (mother), re- 
sides at Gilman City, Mo. 

P. H. Gallagher, Pvt. of Co. "C", 21st Reg. 
Eng., L.R., died'of bronchial pneumonia in Evacu- 
ation Hosp. Xo. 18 at Briey (Meurthe et Moselle) 
and was buried with full military lienors in Grave 
No. 92, Plot 3, Am. Mil. Cem. at Briey (Meurthe 
et Moselle), France, Mar. 27, 1919. Pvt. Gallag- 
her enlisted in the Engineers at St. Paul, Minn., 
Sept. 24, 1917, Nearest relative. Mrs. Patrick 
Gallagher (mother), resides So. St. Paul, Minn. 
F. W. Berner, Pvt. of Co. "C", died Apr. 2, 
1919, at Am. Hosp., Toul. Cause of death influen- 
za, scarlel fever and bronchial pneumonia. Buried 
in Am. Mil. Cem., 'Foul. Nearest relative, Mr. 
Berner (his father), Jamestown, X T . D. 

John P. Vanderdoes, Pvt. 1st CI. of Co. "D," 
21st Reg. Eng., L.R., was killed by accidental ex- 
plosion of a one pound shell at Xeuf Etang( Meur- 
the et Moselle). 
France, Sept. 27, 
1918, and was buried 
with full military 
honors in Grave 
No. 70, Am. Mil. 
Cemetery No. 777 
in the Commune of 
Vertusey, District 
of Commercy, Dept. 
of Meuse, France, 
Sept. 29, 1918. 

Pvt. Vanderdoes 
was born July 30, 
1888, and enlisted 
in the Engineers at 
New York, X. V.. 

Sept. 11, 1917. 

His nearest rel- 
ative, Mrs. Susie 
Dougan (mother), 
resides at 72 Bar- 
row St., X T ew York 
City, X. Y. 

Frank W. Coch- 
rane, Private of 
Company "D", 21st 
Regiment E n g i - 
neers, L.R., died of 
Cerebro Spinal 
meningitis in Base 
Hospital 9 at Chat- 



(12) 




teroux ( In d r e ), 
France, Jan. 28, 
1918, and w a s 
buried with full mil- 
itary h o n o r s in 
grave 18, Ameri- 
can Military Ceme- 
tery No. 31 (St. 
Dennis F r e n c li 
Cemetery), Chat- 
teroux (Indre), France, Jan 29, 1918. 

Private Cochrane was born Jan. 22, 1892. 

His nearest relative, W. F. Cochrane (Uncle), 
resides at 374 Livingston St., St. Paul, Minn. 

Wilbert Fox, Private of Company "I),'" 21st 
Regiment Engineers, L.R., died of Lobar Pneu- 
monia in Evacuation Hospital No. 18, Briey 
(Meurthe et Moselle), Feb. 17, 1919, and was 
buried with full military honors in Grave No. 117, 
American Military Cemetery Xo. 777 in the 
Commune of Vertusey, District of Commercy, 
Dept. of Meuse, France, Feb. 19, 1919. 

Private Fox was born Oct. 19, 1894 and en- 
listed in the Engineers at Rogers, Mich., Sept. 
21, 1917. 

His nearest relative, Mrs. Alice Fox (mother), 
resides at 723 Carrie St., Soo, Mich. 

Loreo Parent. Private of Company "E", 21st 
Regiment Engineers, L.R., died of pneumonia in 
Evacuation Hospital Xo. 18 at Briey (Meurthe et 
Moselle), France, Feb. 5, 1919 and was buried 
with full military honors in Grave No. 110, 
American Military Cemetery No. 777 in the com- 
mune of Vertusey, District of Commercy, Dipt, 
of Meuse, PVance, Feb. 7, 1918. 

Private Parent was born Sept. 18, 1891 and 
enlisted in the Engineers at Marquette, Mich., 
Nov. 22, 1917. 

His nearest relative, Henry Parent (father), 
resides at 221 Seamore Ave., Marquette, Mich. 

Jesse T. Ritchie, Private of Company "E", 
21st Regiment Engineers. L.R., was killed in ac- 
tion by shell fragments from the explosion of en- 
emy shell which made a direct hit on the (50 cm 
Railway Engine he was running near Marcq 
(Ardennes), France, Nov. 1, 1918 and was buried 
with full military honors in Grave Xo. 4, Plot 1, 
(Ardennes), France, Nov. 2, 1918. 

Private Ritchie was born Nov. 23, 1893 and 
enlisted in the Engineers at Fort Bliss, Texas. 
Sept. 18, 1917. . 

His nearest relative, Mrs. Mary Ritchie 
(mother) resides at Gallup, X. Mex. 

Edward M. Dias, Horseshoer of Company 
"E'\ 21st Regiment Engineers, L.R., died of 
Peritonitis in hospital at Toul, Sept. 29, 1918, 
and was buried with full military honors in Grave 
No. 252, American Military Cemetery at Toul 
(Meurthe et Moselle) France, Oct. 1, 1918. 

Horseshoer Dias was born March 27, 1894, 
and enlisted in the Engineers at Fort McDowell, 



/ Lieut. Col. Slifer 



Cal.. Sept. 29, 1917. 
His nearest rel- 
ative Miss Emma 
Dias ( sister) re- 
sides at 325 Twen- 
ty-third Ave., San 
Francisco, Cal. 

E u g e n e M. 
Schwartz, Private 
of Company "E", 
21st Regiment Engineers, L.R., died of bronchial 
pneumonia in hospital at Rimacourt (Hts.- 
Marne), France, Oct. 28, 1918, and was buried 
with full military honors in Grave Xo. 254, Amer- 
ican Military Cemetery at Rimacourt ( Haute- 
Marne), France, Oct. 27, 1918. 

Private Schwartz was born June 24, 1890 and 
enlisted in the Engineers at Fort McDowell, Cal., 
Sept. 29, 1917. 

His nearest relative, Mrs. Ida Schwartz 
(mother) resides at 711 Pleasant St., Boulder. 
Cal. 

Marvin A. O'Neal, Private of Company "F", 
21st Regiment Engineers, L.R., died of penu- 
monia at sea on board the U.S.S. "President 
Grant," Dec. 31. 1917, and was buried with full 
military honors at sea on the same date. 

Private O'Xeal enlisted in the Engineers at 
Alexandria, La., Sept. 2(i, 1917. 

His nearest relative Mrs. A. (i. O'Neal 
(mother), resides at Clauta, Okla. 

Earl K. Hocum, Private of Company "F", 
21st Engineers, L.R., was accidentia killed, being 
run over by a locomotive near Longuvon, France, 
Dec. 5, 1918, and was buried with full military 
honors in Grave Xo. 125, American Military Cem- 
etery No. 777 in the Commune of Vertusey, Dis- 
trict of Commercy, Dept. of Meuse, France, Dee. 
7, 1918. 

Private Hocum was born Oct. 1(5, 1887, and 
enlisted at Spokane, Wash., Sept. 28, 1917. 

His nearest relative, Mrs. Hattie Hocum 
(mother) resides at 217 South Division St., 
Spokane, Wash. 

John A. Fox, Private of Company "G", 21st 
Regiment Engineers, L.R., died of bronchial pneu- 
monia in the hospital at Gondrecourt (Meuse), 
France, Oct. 8, 1918, and was buried with full 
military honors in Grave No. 37, American Mili- 
tary Cemetery at Gondrecourt (Meuse), France, 
Oct. 9, 1918." 

His nearest relative Mrs. Rose A. Fox 
(mother) resides at 69 Thompson St., Buffalo. 
X. V. 

Nathan L. Bagley, Private of Company "H", 
21st Regiment Engineers, L.R., died of bronchial 
pneumonia in Camp Hospital Xo. 1, at Gondre- 
court (Meuse), France, Oct. 5, 1918, and was 
buried with full military honors in Grave No. 43. 
American Military Cemetery at Gondrecourt 
(Meuse), France, Oct. 1(5, 1918. 



(13) 



His nearest relative. Mr. Frank Bagley 
(father), resides at Blackwell, Texas. 

Charles H. Duffy, Corporal of Company "H", 
21st Regiment Engineers, L.R., died of Pneu- 
monia in Evacuation Hospital No. 6 at Souillv 
(Meuse), France, Oct. 10, 1918, and was buried 
with full military honors in Grave No. 126, Sec. A, 
Plot 3, American Military Cemetery at Souillv 
(Meuse), France. 

His nearest relative Mrs. Helen R. Duffy 
(sister), resides at 722 Spruce St., Philadelphia, 
Penna. 

Harry A. Stroup, Private of Company "H", 
21st Regiment Engineers, L.R., was killed in ac- 
tion by shell shock near Hatton-Chatel (Meuse) 
France, Oct. 6, 1918, and was buried with full 
military honors in Grave No. 33, American Mili- 
tary Cemetery at Gondrecourt (Meuse), France, 
Oct. 7, 1918." 

His nearest relative, Mrs. Natalie Stroup 
(wife) resides at Bowdle, So. Dakota. 

Robert McNamara, Private of Company "H", 
21st Engineers, L.R., died in hospital Nov. 14, 
1918, at Sinoncourt (Meuse), France from 
wounds caused by accidental explosion of a "dud" 
shell near Verdun (Meuse), and was buried with 
full military honors in Grave No. 154, Sec. "D", 
Plot 4, American Military Cemetery at Sinon- 
court (Meuse), France, Nov. 14, 1918. 

His nearest relative, Miss Ella McNamara 
(sister), resides at 368 South Pearl St., Albany, 
New York. 

Lorenzo Hardwidge, Private of Company "H", 
21st Regiment Engineers, L.R., died of Lobar 
Pneumonia in Evacuation Hospital No. 6 at 
Souillv (Meuse), France, Oct. 15, 1918, and was 
buried with full military honors in Grave No. 
151, Sec. A, Plot 3, Souilly (Meuse) France, Oct. 
16, 1918. 

His nearest relative, Mrs. Jane Hardwidge 
(mother), resides at Evanston, Wyoming. 

Albert B. Wheaton, Sergeant of Company 
''H," 21st Regiment Engineers, L. R., died of 
bronchial pneumonia in Camp Hospital 52 at Le 
Mans (Sarthe), France, April 2, 1919, and was 
buried with full military honors in Grave No. 18, 
Section A, Plot 20, American Military Cemetery 
at Le Mans (Sarthe), France, April 3, 1919. 

Sergeant Wheaton was born March 00, 1894, 
and enlisted in the Engineers at Rapid City, So. 
Dakota, May 15, 1918. 

His nearest relative, Mrs. Albert Wheaton 
(wife), resides at 923 Quincy St., Rapid City, 
So. Dakota. 

Thomas Roberts, Private of Company "H," 
21st Regiment Engineers, L.R., died of bronchial 
pneumonia in Evacuation Hospital 18 at Briev 
(M. et M.), France, March 29, 1919, and was 
buried in Grave No. 94, Plot 3, American Mili- 
tary Cemetery at Briev (Merthe et Moselle), 
Fiance, March 29, 1918. 



His nearest relative, Mrs. Julia Roberts 
(mother), resides at 3506 Atlantic Ave., Rich- 
mond Hill. New York. 

James Z. Hayward, Private First Class of 
Company "H," 21st Regiment Engineers, L.R., 
died of Spinal Meningitis in Camp Hospital 52 
at Le Mans (Sarthe), France, April 10, 1919, 
and was buried with full military honors in Grave 
No. 1, Section A, Plot 20, American Military 
Cemetery at Le Mans (Sarthe), France, April 
10, 1919. 

His nearest relative, Mrs. G. A. Hayward 
(mother), resides at Grangers, Wyoming. 

Charles F. Roe, Private of Company "I," 21st 
Regiment Engineers, L.R., died of bronchial 
pneumonia in Camp Hospital No. 1, at Gondre- 
court, France, October 29, 1918, and was buried 
with full military honors in Grave No. 104, 
American Military Cemetery at Gondrecourt 
(Meuse), France, October 30, 1918. 

Adolphus B. Curtis, Private First Class of 
Company "I," 21st Regiment Engineers, L.R., 
of "Cause Unknown" in Hospital at Toul 
(Meurthe et Moselle), France, Jan. 21, 1919. 
and was buried with full military honors in 
Grave No. 1186, American Military Cemetery 
No. 91, at Toul (Meurthe et Moselle), France. 
January 23, 1919. 

His nearest relative, Mrs. Gladys Curtis 
(mother), resides at Parkersburg, Illinois. 

Mark Hardin, Corporal of 4th Battalion 
Headquarters Detachment, 21st Regiment En- 
gineers, L.R., died of bronchial jDneumonia in 
Hospital at Toul (Meurthe et Moselle), France, 
January 1, 1919, and was buried with full mili- 
tary honors in Grave No. 1140, American Mili- 
tary Cemetery 91 at Toul (Meurthe et Moselle), 
France, January 3, 1919. 

His nearest relative, Dr. D. L. Hardin 
(brother), resides at 1311 Connecticut Avenue, 
Washington, D. C. 

Frank Donatelle, Corporal of Company "L," 
21st Regiment Engineers, L.R., died of General 
Peritonitis in hospital at Toul (Meurthe et Mo- 
selle), France, November 24, 1918, and was 
buried with full military honors in Grave No. 905, 
American Military Cemetery No. 91, at Toul 
(Meurthe et Moselle), France, November 27, 
1918. 

Corporal Donatelle was born June 3, 1887, 
and enlisted in the Engineers at Duluth, Minn., 
June 28, 1918. 

His nearest relative, Samuel Donatelle 
(father), resides at Cumberland, Wis. 

Caimelo Chillemi, Private of Company "M," 
21st Regiment Engineers, L.R., died of "cause 
unknown," February 2, 1919, and was buried 
with full military honors in Grave No. 897, 
American Military Cemetery No. 6, at Bazoilles, 
Sur Meuse (Yosges), France, February 13,1919. 






(14) 



Mother 

Master Engineer Edward Wilkinson 



'Tis true I serve amid the strife 
And in a soldier's murky life, 
In ecaseless din 'mid battle rife 
Face pain and harm. 

And I am yours, and only you 
Will bear the load 'till I pull through. 
Oli! I would bear the load you rue 
And bring you calm. 

But no! What pain there is to bear. 
You too, my mother, want to share; 
And in the field you would be there 
To bring a balm. 

Oh, mothers, all, on every side 
Who suffer 'mid a hopeless pride. 
God help you all, when hope has died. 
And death brings calm. 

For as the race from which you spring 
Must battle as a Irving thing. 
Your boy in death, his race must bring 
Victorious calm. 

That mothers in the future may 
Look back upon the bloody -way 
Where sons of other died, that they 
Be safe from harm. 



(15) 



■fc=) 

< 



OPl 



© 



^=1 



01=1 





























T3 


T3 




TJ 










T3 "S 


T3 








































<u 




2J 







u 







cu 














3 

"—3 

*4H 


'"O 


p- 


r- 


— 


— 


— 


T3 


ji 


^ 








-a 




T3. 


T3 
a 
co 
to 

03 









*a 


'§ 


T3 ~ 


T3 


T3 












3 

O 


00 

s 


O 
X 

X 

C3 


X 
CO 
C3 


co 

CO 

o3 


co 


X 

co 

cci 


1. 

CO 

03 


f. 
x 

S3 

O 


X 
CO 

oS 


CO 

to 
oS 


X 

CO 

oS 




O 


O 


O 


3 
O 


CO 

03 
O 


3 

O 


3 

O 


3 3 


3 
O 


3 

O 








'n 




O 
4-> 




>~. 


_>. 


>-> 


>■> 


-C' 


>-> 




"3 


CJ 




-1— ' 


>-> 


-4-i 


j>. 




>-> 


!>-, 

H 


>i 


""3 






'a; 






jj 


01 







C/2 


.60 
73 


.60 

X 


Tip 

x 


lib 
X 


.5° 

x 


.60 

En 



> 
a 
X 


ai 

> 
a* 
02 




> 
02 




u 

02 


02 



> 

02 


.60 

02 


.60 

02 


.6(0 

02 


.6(0 

02 


cy 

;> 

cu 

02 


.60 
X 




OJ 

X 


Sligh 
Sligh 


lip 

X 



> 


X 







oS 


c7 




ST 
U 






03 

= 
O 

o 



o 

z 

— 

x 



PP 



c3 
Z 



X 



03 



'M 



c z z 



HHHwaawHHwwQfH^<:-<<:G«yyHK« 



X J> i- 

« X 

-* CO 



M 



-M ?! 



1- 



IS cs o w o 
i- i- t- t- 



X 

CO 



)- 


^. 


—. 


(M 


ein 


-M 


C5 


IC 


X 


1> 


-+ 








Tl 


CO 


03 


<N 


f- 


j—i 


i- 


>C 


CO 


t-4 


^~ 








3; 


-f 


-f 


CO 


O 


M 


-+ 


CO 


•+ 


X 


X 








Iffl 


i~ 


O 


CO 


«5 


>0 


L- 


a 


»o 


•-0 


»c 








1- 


f- 


i- 


St- 


<- 


f- 


i- 


t~- 


1- 


t~- 


t- 












r— h 














^H 


r^ 









y 






w a 



> > > 

Ch Ph Ph 



H Ph Ph Ph 



y +3 



> 

Ph 



> 
P- 



u 

X -4-i O "tf 

. ~ Zj Ph 



O 



P. fc 



P- 






— ~ 



^ C 5 * -* 



= = a 



^ 



S PP PP ^ 



— 
o 

m 



o3 

> 
3 

Q 



d3 



S =3 



c 



c 

-O 



ffi y y 



O ,J 






Pm 

0J 



<:fex£SEE£pPxo<: 



3 

PP X PP 



6 o 



§ 1 



3 

o 



■* CO w 



c 
Z 









pp pp 






~ 


77 


-f 


— 


X 


-HN 


a: 


cc 


CO 


»o 


CO 


CO 


i- 


i> 


1- 



* s G 

.• "-< ^ 

60 ^5 +3 

I— I H-H HH 



>- 



57 h 



o 
o 



w 



- 

3 



3 



X 



(16) 



Light Railways as Related to Field Operations 



C. S, Elliot 



The entry of the United States into the European 
War introduced a new phase of warfare to America's 
fighting men: That of stationary or trench warfare. 
Not only was it necessary to adopt new military tac- 
tics but means of transportation had to be provided 
which were best suited to the conditions as then ex- 
isted. The increase in number and size of artillery 
pieces, entailing vast expenditures of ammunition, had 
greatly increased transportation problems in the combat 
area. Supplies were hauled from supply depots, far in 
the rear, by standard gauge railways to railheads com- 
paratively near the front, but situated usually beyond 
the range of field artillery fire. There were several rea- 
sons, which are doubtless obvious, why standard gauge 
railways were not operated in the combat area for the 
distribution of supplies. They registered strongly on 
aerial photographs and were more or less subject to di- 
rect observation, and any signs of activity often resulted 
in shelling of the lines ; and too, unless numerous branches 
were provided, they could serve directly only a small por- 
tion of the sector. Where operations were being con- 
ducted in a sector some distance from existing railways, 
extensions were expensive to build with comparatively 
heavy construction involving considerable time and labor. 
Standard Gauge Railroads were employed at different 
times (mostly during drives) in the combat area by 
heavy marine artillery mounted on specially built car- 
er trucks. 

The Standard Gauge Railheads being established 
outside the zone of field artillery fire, transportation was 
provided for supplies to battery positions and to ad- 
vance ration and supply dumps by means of animal 
drawn vehicles, trucks, or light railways as circum- 
stances required. 

From the advance dumps, supplies were hauled into 
the front line by cars or light tramways. Trucks, how- 
ever, and to a lesser degree wagons, were largely depend- 
ent upon good roads and if none existed within the the- 
atre of operations and conditions warranted, they had 
to be built which in turn required an enormous expendi- 
ture of time, labor and material. 

At least a partial solution for the then existing ad- 
vance transportation requirements was found to be in 
the development of light or combat railways. Of light 
construction, 60 Centimeter Gauge (23% inches), to a 
great extent sectional track, assembled before taking to 
the front, with steel ties and rails 16 to 25 pounds per 
yard, the light railways, following the contours, per- 
mitted great rapidity of construction without heavy 
cuts and fills they were less susceptible of enemy observa- 
tion; if necessity demanded, they could be laid along the 
sides of the public highways ; they permitted of construc- 
tion even into the front line trenches as tramways oper- 
ated by animal traction or by hand (push cars). 



"Light Railways came into general use during the 
Japanese-Russian War in Manchuria. The equipment 
was of French construction and animal traction was 
mostly employed. The maximum capacity of a railroad 
line, as then operated, was about 600 tons daily."" The 
French long before the present war, had built light rail- 
ways, or "voies de soixantes" as they called them, from 
the standard gauge railheads to their heavy battery po- 
sition- in and around such fortified towns as Verdun and 
Toul, for the transportation of ammunition and supplies. 
These light railways formed a nucleus around which dur- 
ing the war a vast network of light railways systems, 
varying in size and development, were built, paralleling 








Neuf Etang (Rangcral) Siding 

in a general way practically the entire front. When the 
United States entered the war. the Director General of 
Transportation, realizing the importance of this means 
of transportation, organized a special department, "The 
Department of Light Railways," to provide for the con- 
struction, operation and maintenance of these lines of 
communication. 

A special railroad unit, the 21st Engineers (L.R.) 
was organized at Rockford, Illinois, to carry out this 
work. The sector northwest of Toul was selected as the 
scene of operations, and gradually the French con- 
structed and operated lines in that vicinity were taken 
over and new lines were constructed in accordance with 
general plans formulated for future field operations. The 
light railways of the 21st were more and more closely 
coordinated with the military highways under the 23rd 
Engineers by consolidation of the two departments into 
the "Department of Light Railways and Roads" under 
tin' direction of Colonel Peek. 

Mr. Robert K. Tomlin, writing for the "Engineering 
News-Record" (March, 1918), described the situation 
at that time as follows: "Early in the war it was found 
that to undertake the supply of the front lines with 

"Engineers Field Manual." 



(IT) 



motor trucks required such a great number of them that 
the highways were continually congested. It was found 
too, that tliis excessive motor traffic soon wore the road 
clown to such an extent that the greater part of the 
motor trucks were required to repair the damage caused 
by their own traffic. The light railways were developed 




Unloading Stone from Narrow Gauge Cars at Broussay 

to overcome these difficulties, and they have been so suc- 
cessful that it is possible now to keej) the highways in 
repair and to devote them entirely to the use of fast 
moving automobiles, motor cycles and motor trucks. In 
short, heavy and bulky traffic is moved on the railways; 
light and fast traffic on the highways." 

The roads in the Toul Sector were in very poor con- 
dition, being too narrow and poorly maintained and 
thousands of tons of crushed rock was required to place 
the roads in first class condition. Stone quarries were 
opened up in a number of suitable locations on the line 
by detachments from the 28th Engineers. Rock trains 
were placed in service hauling stone to spurs near the 
road sites, from whence it was distributed by motor 
trucks. A variety of service was performed for divi- 
sional troojis in greater and greater volume as time 
went on. 

When the American First Army was formed, the 21st 
was assigned to that organization with supervision over 
all light railways in the First Army Area, assisted by 
other railway regiments and a number of labor bat- 
talions. When the Lorraine front was taken over by 
the Second Army, the light railways in that area were 
placed under jurisdiction of the 12th Engineers, assisted 
by the 22nd Engineers and units of the Third and Fourth 
Battalions of the 21st, recently arrived from the United 
States. The original units of the 21st remained with the 
First Army, continuing light railway operations in the 
Argonne, constructing and rehabilitating light railways 
in the wake of the rapidly advancing troops. 

The signing of the Armistice soon brought to a close 
practically all of the work of supplying the line troops by 
light railways, the reconstruction of standard gauge rail- 
ways having been pushed as rapidly as possible through- 
out the occupied territory. 

In making an estimate of the relative value of the 
light railways in supplying troops in the combat area it 
will be apparent that it will increase in direct ratio to the 
approximation of the conditions for which the light rail- 
ways were intended ; those of siege or stationary war- 
fare. The more mobile warfare becomes, the less need 
there is of siege or heavy artillery, and its accessory to 
a degree, the light railways. Highways, too, under these 



conditions would receive little attention as compared to 
those in stationary war with the corresponding increased 
requirements for road material. The ideal conditions 
expressed by Mr. Tomlin that "heavy and bulky traffic 
is moved on the railways ; light and fast traffic on the 
highways" were realized, for the most part during a 
period of comparative inactivity. When the concentra- 
tion of troops, ammunition and miscellaneous material 
was being made for the St. Mihiel Drive, the requirements 
were so great that the light railways, struggling under 
the burden of an enormous traffic, only handled a por- 
tion of the entire tonnage and the highways, under enemy 
observation during daylight anil practically deserted, 
swarmed with motor transportation at night. Motor 
transportation was particularly difficult in the La Reine 
Forest. Without lights, the roads blotted out by the 
inky blackness of the dense forest, progress was very 
slow and frequent jams and accidents greatly hampered 
this means of transportation. 

With the consummation of the offensive came other 
phases of problems in advance zone transportation, 
which were relieved somewhat, however, by the movement 
of many of the troops in reserve and some artillery units, 
as soon as the new front line was stabilized, to other 
scenes of activity. Lines of communication were now 
lengthened some fifteen or twenty kilometres. Such 
iiiads as existed in the devastated areas were in very poor 
condition. A large number of pioneer infantry and En- 
gineer troops were assigned to the reconstruction of 
highways and the building of light railways through old 
"No Man's Land" and the numerous trench systems, to 
connections with German roads and railways. Within a 
few hours animal drawn vehicles were advancing ammuni- 
tion and supplies slowly across the captured area in the 
wake of the now elusive "front line." 

Almost invariably, heavy trucks attempting to nego- 
tiate the devastated stretches prematurely were mired, 
seriouslv blocking the roads. By the second day, how- 
ever, roads had been placed in condition to permit pas- 
sage of trucks to dumps behind the new front line, with 
badly needed supplies, subsistance, ammunition, etc. 

In the meantime, the light railways were being con- 




Capturcd Armored Tractor 

nected with German steel, but were not ballasted and 
ready for comparatively heavy traffic until several days 
later, when the delivery of supplies was advanced well 
into the zone of artillery fire. Several new standard 
gauge lines were also slowly creeping forward towards 
proposed railheads, which in time would be available. 



(18) 



When, several weeks later, the number of troops had 
been reduced in that area, t rathe resumed something of a 
normal appearance. 

The campaign in the Argonne was somewhat of a 
repetition of the St. Mihiel operation in its later stages. 
Light railways here bad been operated by the 14th En- 
gineers at the beginning of the drive on September 2(ith, 
and assisted by other organizations, had pushed our rail 
ahead to connections with the German, when the 21st ar- 
rived from Lorraine and took over the railway rehabili- 
tation and operation in the First Army area. 

Operations here, in many ways, were under poorer 
conditions than bad been before experienced. The high 
standards of highways and light railways maintained for 
so long in the Toil] sector were lacking. The fight inn- 
bad been more severe and lines of communication were 
badly damaged. Terminal facilities were inadequate; 
there were no coal or water supply systems, neither were 
there quarters for the men. In fact, it was a case of 
railroading with whatever equipment and material were 
available, and "salvage" was the watchword of the engi- 
neers throughout the campaign. It was only by American 
initiative, ingenuity and pluck that the subsistence and 
ammunition for the battling First Army was delivered to 
(lumps close behind the firing line in spite of the almost 
insurmountable defriculties. 

The resumption of the drive on November 1st de- 
veloped so quickly into open warfare that it was impossible 
to advance the light railways fast enough to be of much 
further service to the troops in line. Upon completion of 
the railway into Montigny about the time the armistice 
became effective, the principal work of the light railways 
became that of transportation of ammunition and sal- 
vage from the late battlefields to the various standard 
gauge railheads in the area. 

Throughout the ten months construction and opera- 
tion of light railways by the "21st, the results attained in 
transportation of supplies for the units of the First Army 
were such as fully justified the creation of this branch of 
the service. 

It seems certain that the experiences gained by the 




Actually it appears that more was accomplished, ma.> 
for man, during the St. Mihiel operations than at any- 
other time. In the St. Mihiel operations, for example, the 
construction and maintenance departments had nine coin 
panics of attached troops, while in the Argonne they 
bad sixteen companies (3 quarry), although the operat 



Carload of Heavy Shells and Powder 

21st in the St. Mihiel offensive were largely responsible 
for the success of the Argonne campaign in October and 
November. By the latter period it was realized more 
clearly the requirements of the construction and operat- 
ing departments, particularity in personnel and some- 
thing of the difficulties that might be encountered. 




Sidings and L rossing 

ing companies, at St. Mihiel, had three companies of at- 
tached troops, only a portion of them, were available for 
train service, and moreover, during the month of Sep- 
tember, the mileage of operated lines had expanded from 
something more than two hundred kilometers to about 
three hundred and fifty kilometers. In the Argonne, the 
three operating companies, were operating 164 kilometers 
of main line on October 31st and 187 kilometers on No- 
vember 30th. The operating figures available for the 
month of October do not differentiate between the St. 
Mihiel and Argonne operations, but they do show that in 
the month of September 81,044 net tons were handled as 
compared with 38,008 net tons in October and 45,234 net 
tons in November. In this connection, however, it must 
be considered that the light railways in the St. Mihiel 
sector were already "Going concerns"; there had ben 
ample time for perfecting the organization and for the 
concentration of supplies, while in the Argonne, it was 
necessary to create a railway system, in a strange coun- 
try, almost overnight, under the most trying circum- 
stances. 

According to the Chief Engineer, A. E. F.. at the time 
of the armistice, 2,240 kilometers of light railways were 
being operated by American railway engineers, of which 
1,740 kilo-neterd were captured German lines, and up io 
February 1st, 1919, the total tonnage handled by these 
light railways was <S(5(),(552 tons. When it is considered 
that the 21st Engineers, during the period March 1st to 
November 30th, handled *328,194 tons, it can be realized 
that the results attained were of great importance, par- 
ticularity when it is considered that since the average 
motor truck has a capacity of three tons, that the ton- 
nage handled by the 21st alone kept the equivilent of 
27,000 trucks off the highways in September and 13,090 
and 15,000 in October and November respectively, or the 
equivilent in round figures of 109,000 trucks for the en- 
tire period of operation. 



* This does not include tonnage handled in the Baccarat sector. 
or that handled by units of the 21st attached to the 1 4 1 li and 12th 
at various times. Nor does it include the many trains which owing 
to lack of train wires did not appear on the dispatchers' train 
sheets. 



(19) 



Light Railway CoMtraettioim 



E„ Pemplhirey 



In the early part of June, 1918, studies were begun 
of the possible places where the American Light Railway 
lines could be successfully connected up with the German 
lines in ease of an advance. 

Captain Pumphrey, the writer, and Lt. P. V. Brown 
were detailed by Colonel Peek to take up this work and 
prepare a report on the possibilities of extending the light 
railway lines across "no man's land" to a connection with 
the German lines, which were known to be of the same 
gauge as the American lines. After a careful study of 
the maps, showing the existing lines on both sides of "no 
man's land," it was decided to study on the ground the 
local conditions which would have an intimate bearing on 




First line from Flirey across "No Man's Laud" to Bois Mori Marc 

the work. The first line decided upon was one extending 
north from Flirey across "no man's land" to a connection 
with a German line in the Bois Mort Mare. 

This line was chosen because of the short distance be- 
tween the the ends of the tracks, as both lines ran up to 
the trenches ; also the ground in this vicinity was not 
badly torn by shell fire or mines, all of which facilitated 
construction. A reconnaisance was made from the end of 
the American line to "no man's land," and an exact loca- 
tion was decided upon. This survey was made in daylight 
under considerable danger, but, fortunately, we were sub- 
jected to enemy fire only once, causing us to abandon the 
work for a few hours. 

The second line studied was an extension of the Amer- 
ican line from the Bois Chanot, west of Rambucourt, to 
a connection with the German lines near Richecourt. 
Practically all this line was under the enemy's direct ob- 
servation from Mount Sec, one of the highest and 
strongest German positions in the St. Mihiel sector. The 
fact that it would be a direct forward line from the am- 
munition dump at Trondes, and that it promised to be of 
easy gradients and light construction work, caused it to 
be adopted as a necesary line. A location was decided 
upon from the end of our track to our front line trenches 



by a thorough study of conditions on the ground. By us- 
ing military observation posts and prominent points on 
clear days, observations were made of the terrain beyond 
our own front line positions over "No Man's Land" and 
back of the German front lines. In connection with this 
work, 1 :5000 and 1 :10,000 scale maps furnished by the 
French were used and found to be very reliable with the 
following exceptions : The military data concerning the 
German positions and railway lines were obtained by aerial 
photography. Photographs do not show the difference be- 
tween animal traction and power traction lines. The Ger- 
mans had many spurs laid with light section rail which 
would not carry our heavy equipment. It was also found 
the photographs did not show the curvature accurately 
enough to determine whether our equipment could be 
utilized. From the maps it was as a rule very easy to 
determine the grades on the German lines by close study 
i I Hie contour>. 

About the end of June a complete report of the two 
projected lines was submitted with an estimate of the 
material, tools, labor and time necessary to complete the 
connection with the enemy's lines. Nothing further was 
done on this work until the latter part of August, when 
the offensive, later to be known as the St. Mihiel Offensive, 
was in preparation. 

At the direction of Colonel Peek, .a third line was 
studied. This line was planned to extend from the Pont 
de Metz in the St. Jean Canyon to a connection with the 
enemy's lines north of Remenauville. The reconnaissance 
work on this line was comparatively neither difficult nor 
dangerous as our observation posts were admirably suited 
for observation across "No Man's Land" and behind the 
German lines. After a thorough study of this line, an 
estimate was submitted with the recommendation that it be 
constructed in addition to the Flirey and Bois Chanot 
extension. 

The estimates submitted on the three lines were ap- 
proved and the officer in charge was directed to move the 
necessary material, tools and equipment to as near the 
end of our lines at the three places as possible. Move- 
ment of this material was started about September 5th, 
and through necessity was accomplished almost entirely 
at night. Enormous difficulties were encountered in mov- 
ing the much needed material to the front, and it was 
only by the determined efforts of the non-commissioned 
officers and men working at the front that this material 
was projuerly placed on the night of the attack. All 
necessary material and equipment except ballast were 
placed within half of a kilometer of the ends of the lines 
which were to be extended, and carefully camouflaged to 
defeat enemy observation. Ballast, one of the most im- 
portant elements in the construction of good track was 
almost totally disregarded and only thirty per cent of the 
estimated amount was furnished. The failure to furnish 



(20) 



sufficient quantities of ballast endangered the success of 
the light railway construction and retarded the work to 
a great extent. 

The construction work during the St. Mihiel Drive was 
in charge of three construction engineers. Two platoons 
of "A" Company and two companies of negro service 
troops, TOO men, were assigned for the work on the Bois 
Chanot line under Captain R. A. Redford, as construction 
engineer, and moved into the Bois Chanot, September 11th. 
For the Flirey extension, Company "B" and one company 
of negro service troops, 500 men, were assigned, and 
moved up to Ansauville. The writer was in charge of this 
work as construction engineer. On the Pont de Metz 
Extension, Lieut. C. E. Signer was in charge of construc- 
tion. The forces consisted of one platoon of Company 
"A" and one company of negro service troops, about 400 
men. These men were held in St. Jean Canyon until the 
morning of the drive. These construction units acted 
individually and reported only to the chief engineer at 
headquarters. Each unit had a survey or reconnaissance 
party in charge of an officer and directly under the orders 
of the construction engineer. 

Under cover of darkness the morning of the 12th, the 
three construction units were moved to the end of the line, 
there to await the zero hour. When the infantry went 
"over the top" the survey parties went forward marking 
out with white tape location of the lines and several men 
of each party followed the infantry to make a speedy 
examination and report the general condition of the Ger- 
man lines. 

Trouble started at once because the service troops did 
not understand the work. It was therefore necessary to 
use the experienced men of the regiment as gang leaders. 
These men took orders from the officers of the 21st En- 
giners who acted as resident engineers and the construc- 
tion engineer only. By nine o'clock of the morning of 
the 12th several hundred meters of roadbed had been com- 
pleted and track laying commenced. All the construction 
work was done by pick and shovel and only a rougli job 
was done as the necessity for a connection with the Ger- 
man lines was very urgent in order to put supplies over the 
line to the front for the combatant forces. As the con- 
struction work went forward many difficulties arose. For 
instance, the sectional track was found to have been 
thrown together and in many cases on one side of a sec- 
tion there would be a twenty-pound rail and the other side 
a twenty-five-pound rail. As fish plates were only avail- 
able for one type of rail, it was necessary to cast these 
sections aside. Also the curve sections were composed of 
two rails of exactly the same length, thus necessitating the 
sawing off of one end of the inside rail. This small matter 
trebled the time necessary to lay the track. The gasoline 
tractors which were furnished for this work were in bad 
condition and it was with the greatest difficulty that one 
of every three was kept going and when at least three 
tractors were needed on each job, it can be readily seen 
that enormous delays were incurred on this account. 

The survey parties following the infantry reported 
condition on the German lines in the Bois Mort Mare and 
near Richecourt as not what had been anticipated, thus 
requiring changing our projected lines in order to con- 
nect up with lines which could be utilized at once. The 
change in the line in the Bois de Mort Mare was slight, 
and in fact reduced the work from that which was origin- 
ally contemplated. The connection at Richecourt was dis- 
covered to be poor so it was decided to connect with the 



enemy's line which ran to the west of Mont Sec. As the 
time was limited, it was impossible to obtain approval of 
tlie changes and it was only afterward that the director of 
Light Railways was informed of the changes made. Lieut. 
Signor, in charge of the extension from the Pont de Metz 
found conditions very much as had been anticipated, 
therefore making no changes in the original plans. 

During tlie time of construction, nun frequently 
worked as long as thirty-six hours without rest, and it was 
by such efforts that traffic was inaugurated over the 
Flirey and Pont de Metz on September Kith and over the 
Bois Chanot line on the 18th. It was at this time that the 
lack of ballast caused delay in the utilization of the light 
railways to its full capacity. The new track absolutely 
failed to withstand the heavy traffic which the operating 
department endeavored to put over in order to be of the 
maximum assistance to the combatant troops. Derail- 
ments were of frequent occurence, and the operating and 
maintenance men demonstrated admirable endurance in 
their efforts to meet the urgent demand for supplies by 
the combatant troops. The commendable accomplish- 
ments of these men were heralded by neither voice nor 
press, they were awarded no medals, and their tireless 
efforts were unnoticed by the majority, but those of us 




Siding at Neuj Etang 

who had tlie opportunity to observe the work accomplished 
will always remember and honor them for it. 

After September 20th, working parties were dis- 
tributed over the various captured lines and they were 
rapidly repaired and put into condition for traffic. By 
October 5th, it was possible to deliver supplies to any 
part of the expansive area which was captured in the St. 
Mihiel Offensive. 

In the construction of the foregoing extensions many 
bitter lessons were learned. It was found that on all three 
lines that the forces available were totally inadequate to 
make the required progress. Three times the forces that 
were available should have been furnished. None but ex- 
perienced light railway construction troops should be 
used if any real progress is desired. The amount of 
ballast which had been stored for the work previous was 
only about 15% of what it should have been. 

The foregoing work was under the personal super- 
vision of Col. H. J. Slifer who spent as much time as 
possible on each line. His great experience and wonderful 
judgment was a constant source of encouragement but 
due to the fact that a considerable part of his time had to 
be spent at Sorcy, with a poor line of communication to 
the front, much time was lost at critical moments. It 
was absolutely essential that the best telephone commun- 



(21) 



ication be maintained from the field headquarters to the 
most advanced points of construction. 

A few davs previous to the beginning of the Meuse- 
Argonne Offensive, Captain P. V. Brown, was ordered to 
make reconnaissance for the extension of the light rail- 
ways in that sector. After a careful study and examina- 




Bridge >>n Hois L hanot Line 

tion of tlie terrain he submitted a plan for extending the 
French Light Railway from near Esnes to a connection 
with the German lines in the Bois Mont Faucon, and an 
extension of the French lines from southeast of Vauquois 
to a connection with the German lines north of Vauquois. 
A few companies of the 14th Engineers and labor troops 
were available for this service. Due to the lack of time 
prior to this offensive it was impossible to store the neces- 
sary material and tools close to the places where the work 
was to commence. This afterwards was found to be a 
handicap to construction. After the infantry had gone 
forward on September 26, work was commenced on the 
above mentioned lines. This work was accomplished un- 
der most trying conditions with inexperienced personnel, 
both men and officers. The results gained were far be- 
yond expectation considering the many disadvantages 
prevailing. 

In the meantime the 21st Engineers, being relieved by 
thi' 12th Engineers, had moved to the Argonne-Meuse 
front, and by October 12th, had completely taken over the 
light railway work of this sector ami were engaged on 
the construction and rehabilitation of the line from Esnes 
to Mont Faucon, from Aubreville to Cheppy and Yarennes 
to Apremont. This work progressed rapidly and by No- 
vember 1st, supplies were being delivered up to within 
two or three kilometers of our front. During the latter 
part of October plans were made for following up the 
offensive which was to commence on November 1st. On 
that date our officer in charge, with a large force of men 
and supplies was located near Grand Pre for the purpose 
of repairing the German line on to Buzancy, should the 
infantry go forward. The writer on this date was located 
at Romagne with ample force and material to follow up 
our attacking troops. During the time between Novem- 
ber 1st and 11th, the 21st Engineers maintained their old 
lines which were being constantly shot out and also re- 
paired the German lines, so that on the day when the 
armistice went into effect, supplies were being delivered 
in Buzancy anil Montignv. During the time between 
October 12th and November 11th, it is believed that no 
organization ever produced the results which were accom- 
plished by the 21st Engineers. The amount of construc- 
tion and tonnage hauled seemed almost incredible of ac- 



complishment six months prior. At the conclusion of hos- 
tilities the average haul for ammunition and rations ex- 
ceeded fifty kilometers. When it is considered that the 
maximum economic haul for light railways, is about six- 
teen kilometers, it becomes plainly evident that this was 
a remarkable undertaking. It is an unquestionable fact 
that the results obtained would have been reduced im- 
mensely had the combatant troops been forced to rely 
solely upon motor transportation for their ammunition 
and rations. In planning for the amount of tonnage to 
be hauled and the disposition of supplies, the French 
liaison officers often expressed their doubt as to the pos- 
sibility of moving the immense tonnage which our people 
had undertaken. Even until the end they were unable to 
believe that we could accomplish the tasks set before us 
every day. 

All the success and wonderful results which the 21st 
Engineers accomplished was due primarily to the ripe 
experience and shrewd foresight of our fine old patriot, 
Colonel Slifer, who labored only for the success of the 
cause for which the regiment was formed. 

Following are some of the conclusions drawn from 
actual experiences : 

The activities of the light railways ((50 cm.) in the 
zone of advance are greatly dependent upon local condi- 
tions such as the degree of activity of the fighting, nature 
of the terrain and state of the highways. Primarily, light 
railways belong to a war of position and are compara- 
tively of little use in a war of movement, as the normal 
gauge railways can generally be utilized if proper prep- 
arations are made. Upon taking position in a sector a 
general study should be made of all existing lines, of the 
terrain, of the necessity of the troops occupying the 
sector with a view of providing the facilities to reduce 
truck haul on the highways, always considering the pos- 
sibilities held by the future. Liaison should be maintained 
with the combatant troops occupying the sector in order 
that their requirements may be taken care of. In prac- 
tice it will be found that all the staff officers and officers of 
other units than light railways will entertain very decided 
opinions as to the lines which should be constructed. 
Very few of them will be found to have any conception 
of the amount of labor and material needed to construct 
a light railway and practically no knowledge of the 
capacity of a light railway in serving the combatant 
troops. Some have declared that light railways were 
absolutely useless and would seek to prevent the con- 
struction of lines where they were badly needed and they 
would request lines to be built without regard to the 
limitations of operation, and useless if it could be done. A 
number of officers have expressed their desire to do all 
their loading and unloading of supplies from the main 
line, absolutely disregarding the blocking of traffic and 
on frequent occasions failing to unload supplies from the 
cars after they had been placed in a siding for days at a 
time thus tying up equipment unnecessarily. 

A general plan as to railheads, i.e. the establishing 
of transfer yards where material can be taken from the 
normal gauge and shipped out on the light railways. 
These railheads should be approximately ten miles from 
the front and if possible in sites protected by the natural 
lay of the terrain from enemy observation or artillery fire. 
From the railheads so-called back lines are established 
which run up within five miles of the front. These back 
lines should be built according to best standards, that is 



(22) 



with easy curves and low grades. In practice with equip- 
ment such as used by the American army, it is found that 
minimum curve radius should be not less than 50 metres, 
and maximum grades should not exceed 1.5%. Cuts 
should be fourteen feet in width and fills nine feet in width 
at sub-grade. Drainage is of vital importance and must 
be well taken care of. 

Lines which run from five miles back from the lines 
mi to the front should be concealed from observation as 
much as possible and while it is not possible to maintain 
such a high standard of construction, no grades should 
exceed 3% and only in case of absolute necessity should 
curves of 30 metre radius be used. Experience has proven 
that there should be at least 8 inches of ballast on back 
lines and four inches on the advanced lines. It has been 
proven unadvisable to depend upon labor troops or serv- 
ice companies for construction or maintenance work as 
their men are generally inexperienced in railroad work 
and their officers indifferent. Each construction company 
should have two or three competent telephone linemen. 
Ample motor equipment should be provided in order to 
facilitate the handling of tools and men. 

Maintenance under the heavy traffic which is apt to be 
encountered renders it very necessary that well-trained 
maintenance men be available in sufficient numbers for 
maintaining the lines. It has been found that the sixteen- 
pound rail is too light for the heavy American equipment 
while the twenty-five-pound rail is needlessly heavy. On 
the whole the twenty-pound English rail is the best for 
general use. It has sufficient strength, with a head wide 



enough to enable the motive power to develop full trac- 
tion. 

On the back lines the track should be laid with spikes 
and wooden ties, and on advanced lines, sections assembeld 
with steel ties, should be used. On account of difficulties 
of maintenance it was found that the American Standard 
of eight steel ties to each five metre section was insuffi- 




Broken Stone and Rock Storage BeUveen Raulecourt and 
Nauginsard 

cient, the tie should be increased somewhat in size and 
there should be ten to the five metre section. 

There should be lines running to the rear from the rail- 
heads about every fifteen miles apart. These lines should 
run back at least twenty miles from the railhead where 
back shops should be located. These lines would also be 
available for the purpose of evacuating material in case 
of a retirement. 




(23) 




I 



Co 



The Work of Colonel Eo Do Peek 



or Po So Lewis 



Colonel E. D. Peek was assigned to the command of 
the 21st Engineers (Light Railway), on September 10th, 
]917. At that time the regiment, created only a short 
time before by War Department General Order No. 108, 
1917, existed only in name, without personnel or equijJ- 
ment. 

The commanding officer was, therefore, confronted 
with the task of organizing and equipping the regiment 
for overseas service in the shortest time possible. Not 
only was the regiment to be formed and carefully trained 
as a military unit, but its identity as a railway organiza- 
tion was also to be provided for, and assignment of officers 
and men was made in conformance with these dual re- 
quirements. 

The problems of organizing, equijjping and training 
the regiment occupied Colonel Peek's entire attention from 
September until the departure for France late in De- 
cember. 

On boarding the transport, President Grant at Ho- 
boken, the Colonel was assigned to the command of all 
army troops on board, some 5,000 men. This was the 
first successful trip of the President Grant as a troopship 
and required considerable work to arrange for a proper 
distribution of troops, to establish proper boat drills and 
messing arrangements and to develop an adequate system 
of interior guards. 

After landing in France, Colonel Peek was placed in 
charge of the construction of a six-mile standard gauge 
cut off near Nevers, which, however, he did not remain to 
finish as the regiment was assigned to the American sec- 
tor northwest of Toul late in February. Headquarters 
were established at Sorcy and he became the representa- 
tive of the director of Light Railways and Roads in the 
Toul Sector, with jurisdiction over road construction and 
maintenance and quarry operations throughout the sector. 
In May, 1918, his jurisdiction was extended to the Bac- 
carat Sector and extensive plans were made for further 
development of the light railways and studies made of all 
French lines between Toul and Baccarat Sectors. 

On August 17, 1918, Colonel Peek was called to First 
Army Headquarters as Engineer of Railways and Roads. 
As such he commanded the army engineer troops assigned 
to railway, road and bridge work, prepared all engineer- 
ing plans of operation to be carried on in connection with 
the army's plan of action, procured all necessary supplies 
for carrying out these plans and issued detailed instruc- 
tions covering employment of army engineer troops. 

Almost at once preparations were started for the of- 
fensive of the First Army against the St. Mihiel salient. 
Plans were developed for the extension of standard gauge 
and light railways following the advance and for the 
operation of these lines during the offensive, as well as 
plans for the extension and maintenance of roads and re- 
pair of bridges. Additional troops were secured from 
the S.O.S. and assigned to stations in the army area. 



Large quantities of track material, ballast, tools, road 
metal and bridge material were moved to the forward area 
lor use following the advance. The colonel worked with 
untiring efforts in making the detailed preparations for 
the offensive and was constantly in touch with the advance, 
directing and advising as the operation developed and 
preparing for future engineer requirements and employ- 
ment of engineer personnel. 

Directly after the start of the St. Mihiel Offensive 
(September 12, 1918), preparations were started for an 
offensive by the First army between the Argonne Forest 
and the Abuse River. At this time, there were no Amer- 
ican Army engineer personnel, material or equipment in 
the sector, which was an entirely strange area, both as to 
existing railway and road systems, and the possibilities 
of activities in the event of an advance. 

Active steps were at once taken with a view of making 
a complete study of the railways and road situation and 
plans developed for the operation and extension of the 
standard gauge and light railways and the construction 
and maintenance of roads and bridges. Army engineer 
troops, rolling stock, material and equipment were trans- 
ferred from the Rattentout and Toul Sectors and addi- 
tional personnel, material and equipment secured from 
the S.O.S. 

Colonel Peek was extremely active in preparing for 
the new offensive, in securing and placing the large num- 
ber of engineer troops and supplies required for the of- 
fensive and arranging the numerous details of liaison 
with the French army relative to taking over the engineer 
activities in the new sector. 

The offensive started September 26th and immediately 
following the advance, army engineer troops started ex- 
tensions of the light and standard gauge railway lines and 
the repair of roads and bridges across former "no man's 
land." However, the activities of the engineers were met 
by almost ^insurmountable difficulties on all sides. The 
terrain across former "no man's land" had been badly 
cut by shellfire during four years of hard fighting and 
heavy rains had turned the entire country into a sea of 
mud. Railroads, roads and bridges had been badly 
damaged by enemy demolition and American shellfire and 
roads were badly congested with advancing artillery and 
transports so that their repair and maintenance was ex- 
tremely difficult. 

From the start of this offensive until after the armis- 
tice on November 11th, Colonel Peek was constantlv en- 
gaged in overcoming the difficulties in connection with 
the engineer work incident upon the advance and in or- 
ganizing, directing and supervising the emplovment of 
the army engineer troops under his command, which at 
one time numbered over 40,000 men. 

Some idea of the scope of this work during the Ar- 
gonne-Meuse operation may be gained from the following 
figures : 



(25) 



















Efal 
























s 


h^im^Kk -Jkw 


















^^1 ^^B-\ 






Htfc^ ^I^Bj'^BLcfld 








, 




w^* -™ 




w* & 






^^^fc^^R^ T*Je»- J 


















JBt^' ^flfl ■*■*■ 




.^ -W 


HUL' J ^^^ 1 












i \ ^j 




V 1 






£■■■ 












'■■^. ■»& 








''9 nSHI 


















^BtMk 




WF 




1 ^fl ' 


11 ' bI 
















$B 




wk '^H 


J?--'-B 


■ ^&3e is 


f^wL^ -"'jB 


u^3e 




.•-.■■ 




.. 


; - 



Colonel E. D. Peck and Staff 



Standard Gauge Railway Lines 

New track constructed 30.8 km. 

Track reconstructed 75.0 km. 

Lines operated 95.0 km. 

Light Railway Lines 

Track reconstructed and constructed 191.0 km. 

Lines operated 791.0 km. 

Captured Boclie Lines not rehabilitated. . .427.0 km. 

Bridges 

Total built 55 

Total Length 3509 ft. 

Rl Kids 

Maintained by army engineers, November 11th 

514.0 km. 
Stone used in roads, Sept. 25th to Nov. 11th 
137,360 tons. 
On November 26th, Colonel Peek was appointed Chief 
Engineer of the First Army which position he held till 
January 6, 1919. The signing of the armistice had by no 
means decreased the work of the army engineers as there 
remained a great mileage of roads in the army area re- 
quiring constant maintenance, as well as extensions of 



standard gauge and light railway lines to be completed, 
maintained and operated. The army also continued the 
operations of the railroad lines supplying the troops in 
this area and engaged in extensive salvage and evacuation 
operations. 

These activities gradually decreased and by the first 
of the year, practically all army engineer troops and the 
projects on which they were engaged had been turned over 
to the S.O.S. 

During his last month as Chief Engineer of the First 
Army, Colonel Peek prepared extensive historical reports 
to the commanding general, First Army, and a more tech- 
nical report to the chief engineer, A.E.F., covering opera- 
tions of engineer troops of the First Army during the St. 
Mihiel ami Meuse-Argonne Offensives. 

On January 6th, the colonel was called to General 
Headquarters, A.E.F..at Chaumont for duty in the Trans- 
portation Section, G-4>. This section, in addition to han- 
dling transportation problems as a staff proposition 
throughout the A.E.F., is directly charged with the super- 
vision of transportation in the Advance Section, S.O.S. 
On April 13th, he was appointed Deputy Director Gen- 
eral of transportation. Zone of Advance, with Headquar- 
ters at Chaumont, which position he is now holding. 



(26) 



y 






Thai was a 



£bo&&sa&V&. 




m tf? 



\ 



& 




/ 



JMSV* 



- ^ 



(1 



j 



/- 



\ 



o 



r 







i 



r r 



-, 



j j 



YA 



"^ 



.j 



J 



j 




rtl.^'f c\'\ 




Regiiinmeimtal History 



The 21st Engineers (light railway), a special engineer 
unit, was organized on September 10, 1917, at Camp Grant, 
Rockford, Illinois, under authority conferred by section 2 
of the Act of Congress, "Authorizing the President to 
increase temporarily the military establishment of the 
United States." 

The regiment was organized for the purpose of the 
construction, maintenance and operation of light railways 
in the theatre of war, and for such other duties as it 
might be called upon to perform by proper authority. 

It was contemplated that the engineers would operate 
over a certain section of the front and that within these 
limits it would maintain all the existing track, build such 
new lines as might be necessary, and make all repairs to its 
engine and car equipment, using for this purpose its own 
shops, except for the very heavy repair work, which was 
to be done in a railroad shop in the rear. 

The personnel of the organization consisted of forty- 
nine officers and 1,200, enlisted men. On October 13, 1917, 
pursuant to telegraphic instructions from the Adjutant 
General, eighty-six enlisted men were transferred to the 
503rd Engineer Service Battalion, having been selected 
with a view of appointment as non-commissioned officers 
and to form the nucleus in the organization of the new unit. 
These men were transferred from the regiment and left 
on the same day for Camp Merritt, Tenafly, N. J. 

On October 18, 1917, a total of 322 men were trans- 
ferred to the 35th Engineers. The transfer of these men 
was based upon their special qualifications for shop work, 
as ascertained from their service records. 

On or about November 20, 1917, authority was received 
from the Chief Engineer to increase the strength of the 
regiment to 1,586 men, necessitating the expansion of each 
company from 188 to 250 men. 

An additional unit was organized at that time, com- 
prising an integral part of the regiment, designated as the 
"detachment unassigned." This organization was created 
to handle men assigned and forwarded to the regiment from 
recruiting depots. The recruits, before being permanently 
placed, were examined and classified according to their 
experience and training. In this manner, men who were 
not qualified for light railway service and its kindred 
requirements were, to a great extent, eliminated from the 
regiment and their subsequent assignment to other organi- 
zations effected for the convenience and benefit of the 
service. When the regiment had been recruited to full 
strength, this detachment was transferred as a unit to the 
161st Depot Brigade, Camp Grant. 

Classification of the 1st and 2nd Battalion was as 
follows : 



1st Battalion: 



2nd Battalion: 



A Company 
B Company 

C Company 

1) Company 
E Company 
F Company 



Construction. 
Maintenance, including 

Bridge Section. 
Shop. 

( (pirating. 
Operating. 
Operating. 



The officers 
extensive and 



regiment 



were men of 
construction, 



assigned to the 
diversified experience 
operation and maintenance of railroads and engineering 
projects in the United States, Canada, Mexico and South 
America. The enlisted mm comprised a body of men of 
high intellect and practical experience along railroad and 
engineering lines and were specially selected and enlisted for 
this particular unit. 

During the period September 10 to December 16, 1917. 
the troops were instructed in close and extended order drill 
beginning with the school of the soldier to and including 
the school of the company. Elementary instructions an I 
drill were given in the school of the battalion. Interior 
guard duty, target practice and short practice marches with 
full packs were also included in this period of training, 
good progress being made by the men in spite of the unsuit- 
able weather conditions. 

On December 7th the motor detachment, comprising 
one officer and forty-two men (including one man from the 
medical detachment ) proceeded from Camp Grant to Camp 
Hill, Newport News, Ya., for service overseas. On Decem- 
ber 16, 1917, the regiment left Camp Grant en route to 
Camp Merritt, prepared for field service. The command 
left on four trains, traveling via the Chicago, Milwaukee 
and Gary to Chicago ; Michigan Central to Niagara Falls ; 
New York Central to Utica; New Y'ork, Ontario and 
Western to Newburgh ; West Shore to Dumont, N. J. The 
first and second sections arrived at Dumont on the after- 
noon and late evening of the 18th, the third and fourth 
sections on the morning of the 19th. The personal baggage 
and equipment were unloaded from the cars and the com- 
mand marched to Camp Merritt for temporary station, 
approximately one mile. On December 26, 1917, at 
5 A. M., the command left Camp Merritt, marching to 
Cresskill, N. J., approximately two miles, entrained in 
two sections at 7 A. M. and proceeded to Hoboken via the 
Erie Railroad. The command then marched to the pier and 
boarded the S. S. President Grant for overseas service. 
The vessel left the pier at 4 P. M. the same date and 
dropped down the lower harbor, past Rockaway Beach and 
Sandy Hook and out to sea. This was the first successful 
trip made by the President Grant as a troop ship, and at 
the request of the commander. Captain Morton, U. S. N., 
the officers of the 21st. Engineers made a careful study of 



(28) 




Lieut. Col. Robert H. Murray 

guard posts, abandon ship stations, sanitation and policing 
of the troops for use on future trips of the vessel when 
transporting other military organizations. The usual sub- 
marine scares were experienced during the voyage, but, 
fortunately, no actual attacks were made and at 10.30 
A. M., January 10, 1918, the President Grant dropped 
anchor in the harbor at Brest, France. 

The motor detachment sailed from Newport News, 
Ya., on board the S. S. Tiger, January 9, 1918, touched 
at New York, January 11th and arrived at St. Nazaire, 
France, January 27, 1918. After remaining in the harbor 
two days, orders were received to proceed to Bordeaux, 
where the detachment disembarked on February 1, 1918. 
The motor equipment was unloaded and assembled here 
and the detachment rejoined the regiment in small groups, 
conveying the motor trucks and side cars, between Febru- 
ary 19 and March 16, 1918. 

Headquarters detachment and Companies A, B, C and 
D, with medical and ordnance detachments, disembarked 
from the President Grant at Brest, January 13, 1918, and 
traveling via Le Mans and Tours, arrived at Camp 
Duquesne, Gievres, at 3 P. M., January 14, 1918. All 
remained here except Regimental Headquarters Detach- 
ment, which left at 8.00 P. M. the same day for Challuy, 
mar Nevers, where they arrived January 15th. 



Companies A, B, C and D, upon their arrival at Gievres, 
were attached to the 1.5th Engineers for duty: Companies 
A and B, engaging in railroad construction and handling 
of supplies; Company C operating blacksmith and repair 
shops, locomotive cranes and assembling rolling stock ; 
Company I) handling medical, quartermaster and engineer 
supplies, clearing timber, etc. Company E disembarked 
and left Brest January 14th, and, arriving at Challuy, 
began the construction of Swiss huts and barracks and 
construction of 600 lineal feet of grade for a permanent 
connection on the P. M. L. Railway at that point. Com- 
pany F disembarked and left Brest January 1 4-th and took 
station at Jonchery ( Haute-Marne), where they were 
attached to Advance Ordnance Depot No. 4, and engaged 
in the construction and operation of standard gauge rail- 
way's and the unloading of material. 

In February several companies wire released from duty 
in the S. 0. S. and moved to the zone of advance. Company 
A moved from Camp Duquesne on February 15th and 
established camp at Gerard Sas (Meuse) on February 17th 
and immediately commenced construction of a 60 c. m. line 
through the Forest de la Reine and an ammunition dump 
at Leonval. 

Company B left Camp Duquesne February 26th and, 
arriving in the zone of advance, was billeted in the town 
of Cornieville (Meuse). Work was commenced unloading 
rail, ties and other material. 

Company E left Challuy on February 22nd and took 
station at Menil-la-Tour (Meurthe et Moselle) the fol- 
lowing day. Here they were quartered in barracks and 
were assigned to duty on the light railway, repairing equip- 
ment and track and assisting the French in train operation. 
Being unfamiliar with the French language and the peculiar 
operating conditions existing in the zone of advance, their 
work was at first quite naturally handicapped. However, 
the men quickly adapted themselves to their new environ- 
ment and late in March the light railways from Menil La 
Tour to Broussey and Neuf Etang to end of track in the 
La Reine Forest were transferred to this company for 
operation. 

Regimental Heaquartcrs left Challuy February 25th, 
entrained at Nevers after loading a considerable quantity 
of tools and supplies, and arrived at Sorcy (Meuse) on 
February 27th, where a permanent camp was established on 
the high ground above the railroad station. The general 
location for the terminal facilities of the light railway at 
Sorcy having been selected, a topographical survey of the 
site was made and tentative plans made for the arrange- 
ment of tracks and buildings. A contour map was prepared 
and used in adapting to the ground the tentative plans and 
various changes suggested with a view of keeping down 
the quantity of earth work. These terminal facilities and 
equipment, provided for storehouses for regimental prop- 
erty and equipment warehouses and platforms for transfer 
from standard to narrow gauge, necessary yard tracks, 
engine house, machine shop, oil house, coal wharf and 
water supply. A survey was made for a light railway line 
from Sorcv yard to Cornieville to connect with an existing 
line built by the French. A preliminary line was run, 
topography taken and plotted and from this a paper 
location was made which stood in the field with little 
alteration. The grade established met the requirement 
of 1.50% maximum compensated 0.03% degree of 
curvature with the exception of one 20 degree curve through 
the rock cut near Sorcy. A survey was made and plans 
prepared for an evacuation hospital in the field east of 
the town of Sorcy between the two main highways. A 



(30) 



survey was made and grades established for a cut-off' line 
to avoid the heavy grades and curves in the old French 
(iO c. m. track where it followed the highway through the 
town of Comieville. Sufficient notes were taken of align- 
ment, grade and topography to permit of decided improve- 
ment on the line through the Forest de la Reine from its 
junction with the Cornieville-Boucq line near Neuf Etang. 
Reconnaissance and some surveys were made on an east 
and west line between Hamonville and Raulecourt. 

On March 12th Company D was released from duty 
with the 15th Engineers at (amp Duquesne and took 
station with the regiment at Sorcy on March 14th. The 
following day construction of Sorcy Terminal was com- 
menced. The construction of the railway between Sorry 
and Comieville was also started, Company D working north 
out of Sorcy and Company B south from Comieville. 

On March :30th Company C left Camp Duquesne and 
went into camp at Sorcy on April 1st, where they relieved 
Company D on construction of the Comieville line. 

The month of April, 1918, found work progressing 
satisfactory. Surveys were completed for 60 c. m. lines 
from Nauginsard to Hamonville and to Raulecourt. 
Reconnaissance was made with the view of constructing a 
line from Raulecourt to the Meuse River. A topographic 
survey between Bois Chanot and Ramhueourt was com- 
pleted. Surveys were made for a line from Yertusey Point 
down to the canal docks at the village of Yertusey. A 
survey of the old French line from Rangeval to Menil-La- 
Tour was completed. 

Company A was engaged in maintenance, ballasting the 
new line through the Forest de la Reine and construction 
of the Hamonville-Raulecourt line. Companies B and C 
were still constructing the Sorcy-Cornieville line, assisted 
by Company 11, 1st Regiment Motor Mechanics, Signal 
Corps, Aviation Section, which was attached on April 3rd 
to the 21st Engineers for duty. Company F was released 
from duty at Jonchery (Haute Marne) on April 12th 
and, boarding train at Chaumont, arrived at Baccarat 
( Meurthe-et-Moselle) April 14th. The construction of 
li^ht railways in this sector was then commenced under 
direction of the Director of Light Railways and Roads. 

During the month of May, surveys were made as 
follows : A survey of the old French line from Rangeval to 
Broussey: four alternative lines were run. topography 
taken for a proposed line to run from the Sorcy-Cornie- 
ville line wsetward through Euville ami Yignotto Boncourt. 
A survey for the branch from the main line to the Yale 
Unit Hospital was completed. A new survey of the 
Nauginsard-Raulecourt line, to avoid barbed wire entangle- 
ments near Raulecourt, was completed. A reconnaissance 
for a cut-off line between Leonval and La Fouine north of 
Menil-La-Tour was made. A survey for a line to the 
artillery positions northeast of Hamonville was completed. 

During May construction of the Nauginsard-Hamon- 
ville line was completed by Company A and work resumed 
on the Raulecourt line. Other miscellaneous work con- 
sisted of track maintenance from Neuf-Etane to Bois 
Chanot, ballasting and placing camouflage along the Ham- 
onville line, constructing a new "Y" at Neuf Etang Junc- 
tion, building bomb proofs, etc. The Sorcy-Cornieville 
line with a spur to the canal dock at Yertusey was com- 
pleted and ballasted. Companv B took over maintenance 
of the line between Broussey and Menil-la-Tour at this 
time. 

Sorcy Terminal was 80% complete by the end of May. 
The standard gauge tracks had been laid and ballasted 
from the Est Railway to the regimental warehouse and to 




Col. Earl L. Brown 

the coal dock. The light railway running tracks through 
the yard and the engine house tracks were laid and ballasted, 
the regimental storehouse was completed, oil house, coal 
ducks, engine house and machine shop nearly completed 
and the installation of machinery under way. Construc- 
tion of the yard and ammunition dumps at Leonval was 
now 85% complete. This work was being done by details 
from Company E, 21st, 2nd, 101st and 508th Engineers. 
The month of June, 1918, witnessed the completion of 
the greater part of construction projects and a consid- 
erable increase in transportation. Surveys were made for 
a line from Raulecourt to Broussey and from Sorcy to 
Pagny. A survey was made for a change of line to 
artillery positions in the Bois de la Hazelle. Reconnais- 
sance was made of the line north of Noviant and Manon- 
ville for extension of light railway in case of an advance. 
An officer was assigned to artillery and infantry liaison to 
enable the light railways to render the most efficient service 
possible. 

During June Company A completed the Nauginsard- 
Raulecourt line and miscellaneous spurs and sidings on the 
Neuf-Etang-Nauginsard-Hamonville line, as well as grad- 
ing and track laying Sorcy yard and maintenance Neuf- 
Etang to Bois Chanot. Company B started construction 



(31) 



of a branch to Mobile Hospital No. 39, completed recon- 
struction of Comieville yard and a new passing siding at 
"Cut-off." Miscellaneous work consisted of track main- 
tenance Menil La Tour to Sorcy. Company C was still 
engaged in yard construction at Sorcy and were installing 
machinery in shops, assembling cars, etc. 




Second Battalion Staff 

The operating department was reorganized about 
June 1st and the light railways were divided into two 
operating divisions. The Sorcy division, operated by 
Company D, was comprised of lines west of Neuf-Etang 
and Hamonville, and the Maxie division, operated by E 
Company, comprised the lines Menil-la-Tour to Neuf 
Etang and Menil-la-Tour to Beaumont and Bernecourt. 

During July, 1918, the Engineering Department made 
numerous surveys for relocation of certain sections of 
existing French constructed lines. Two survey parties 
went to Baccarat to work in conjunction with Company F 
in railway location. Company A was engaged in grading, 
track laving, ballasting and camouflaging on the Raule- 
court-Broussey line, maintenance of "M," "K" and main 
lines, building bridges and culverts, putting in switches, 
strengthening main line between Rock Spur and Fond 
d'Esse and miscellaneous work at various points. 

Company B graded and laid track on the Raulecourt- 
Broussey line, completed construction of the spur to Base 
Hospital No. 39, constructed a spur to Evacuation Hos- 
pital No. 1, ballasted and surfaced tracks in Leonval yard, 
constructed a rifle range and continued the maintenance 
of E.' G. H. and main lines. Company C was engaged in 
operating blacksmith and repair shops, assembling cars, 
yard maintenance, unloading engineer and Quartermaster 
supplies, etc. Companies D and E were engaged in train 
operation, handling rations, ammunition, engineer material, 



ballast and miscellaneous supplies in rapidly increasing 
quantities. 

In August, 1918, surveys and plans were made for the 
Aulnois-Boncourt line; surveys were completed and plans 
under way for the Pagny-Sorey line ; surveys and plans 
were made for the Domgermain-Ecrouves line; surveys 
were made for connection of Abainville line with main line 
at Sorcy ; survey parties at Baccarat continued on pre- 
liminaries for various lines in that vicinity, running from 
standard guage railheads to the front with intermediate 
connecting lines. This was discontinued on August 7, 1918, 
when the 12th Engineers took over the work in that area. 

Company A was engaged in clearing and grading on 
the Aulnois-Boncourt line, grading and track laying on 
the connection of the Abainville line with the main line at 
Sorcy, maintenance and various work. On August 28th 
this company moved to Ecrouves and started work on the 
Ecrouves-Domgermain line. 

Company B was engaged in clearing and grading on 
the Aulnois-Boncourt line, maintenance of existing lines 
and construction of a new spur in Cornieville yard. 

Company C was engaged in operation of machine and 
repair shops, assemblying and repairing cars, repairing 
locomotives and tractors, maintenance Sorcy yard and 
the handling of engineer material, as well as construction 
of warehouse No. 2 and highway construction in Sorcy 
yard under supervision of 23rd Engineers. 

Company F, which had been engaged in light railway 
construction and operation at Baccarat since its arrival 
in April, was relieved and left for Sorcy on August 7th. 
Here details were furnished for unloading ballast and high- 
way material at Sorcy and Vertusey, construction of Ware- 
house No. 2 and grading of Aulnois the Boncourt line. 

On September 1, 1918, the 21st took over for operation 
and maintenance all the French lines extending north, east 
and south from Menil-La-Tour to beyond the Moselle 
River. The total mileage operated and maintained by 
the 21st Engineers now comprised more than two hundred 
kilometers of track exclusive of yards, spurs and sidings. 

The territory operated was divided into three operating 
divisions: The Sorcy division, operated by Company D, 
comprised those lines west of Menil-la-Tour and Hamon- 
ville ; the Maxie division, operated by Company F, com- 
prised the lines south, north and east of Menil-la-Tour to 
Tremblecourt ; the Belleville division, operated by Com- 
pany E, comprised the lines east of Tremblecourt and La 
A r acherie. 

Owing to the expected drive on this salient by the Amer- 
ican First Army, the activities of the regiment were materi- 
ally increased. The supply and motor transportation facili- 
ties were augmented and overhauled and the rolling stock 
placed in the best possible condition. Additional dumps and 
tracks were built for emergencies and to facilitate the 
supply movement for the line troops. The Pagny-Sorcy 
line, the Domgermain-Ecrouves line and the Jouy-detour 
were completed. Prison stockades were built at Ligny and 
Pagny and a warehouse and tracks built for a ration dump 
at Belleville. The construction companies were actively 
engaged in establishing dumps for the purpose of con- 
necting across No Man's Land, with the German light rail- 
way system. Material was placed to build four connec- 
tions, as follows : From Chanot through Rambucourt, 
Xivray to Woinville, 8.5 kilometers ; from Bernecourt 
through Flirey, 4.5 kilometers ; Auberge St. Pierre through 
Bois-a-Haye, 6-0 kilometers. For the successful operation 
of the extensions through Flierv. Pont-de-Mctz, with steam 



( 32 ) 



power, the following back lines were rehabilitated between 
the 1st and 12th of September: 

Uernecourt to Flirey, 4.0 kilometers. 

Manonville to Pont de Metz, 7.5 kilometers. 

Joli-Bois to Auberge-St. Pierre, 9.0 kilometers. 

At this time the following organizations were attached 
to the 21st Engineers for duty on construction, operation 
and maintenance : 

12th Engineers (operating), three companies. 

15th Engineers (construction, maintenance), one company. 

522 Service Battalion (maintenance), one company. 

528th Engineers (maintenance), four companies. 

53?th Engineers (maintenance), two companies. 

808th Pioneer Infantry (maintenance), one company. 

Before the St. Mihiel offensive started, early the morn- 
ing of September 12th, two platoons of Company A, 21st 
Engineers, were moved to Xivray ; one platoon of Com- 
pany A to Pont-de-Metz and Company B moved to Flirey 
to begin the construction of the previous mentioned con- 
necting lines. These companies were assisted by Pioneer 
Infantry and service battalions. The construction com- 
panies building the lines to connect with German steel 
carried their equipment and slept where the night found 
them for several days until the connections were made, after 
which they established camps and began the improvement 
of the newly constructed lines. 

As fast as the advance was pushed ahead, surveying 
parties followed, verifying German lines and listing neces- 
sary repairs and materials. Construction details were sent 
out ahead to repair broken lines and operating men to gain 
knowledge of those lines so that the regiment would be in 
a position to begin operation as soon as the connecting 
lines were finished. 

This drive added approximately 1-50 kilometres of main 
line to our operating divisions, necessitating some re- 
arrangements thereof. The General Superintendent's office 
was moved to Menile-la-Tour to ensure close co-ordination 
between the three divisions, which were now known as the 
Eastern, Central and Western. New train schedules were 
established over the newly acquired lines to ration and 
ammunition dumps established at convenient points near 
the front, as it then existed. Liaison was constantly main- 
tained with army corps and divisions in order that a 
maximum of light railway service could be rendered. The 
tonnage consisted of rations, water, forage, ammunition, 
troops and road engineer material, batteries and salvage. 
A number of light tanks were also handled in and out of 
forward positions before and after the drive. 

The Germans were found to lie operating on this front 
a complete system of light railways. Their standard rail 
for these lines was a five meter section of ties and rail of 
approximately 18 pounds per yard. They had also used 
standard and meter gauge rails varying from 10 to 90 
pounds on the 60 c. m. lines in many places. In fact, all 
meter gauge railroads in the area had been transformed 
into 60 c. m. lines by moving over one rail to conform to 
the gauge. It appeared that the shortage of motor trans- 
portation of the German armies was such that as much 
compensation was made as possible by means of light 
railways. The general standard of road bed and ballasting 
were practically the same as those prescribed for the 
American Expeditionary Force. 

By the first of October the abnormal traffic conditions 
caused by the St. Mihiel drive had largely disappeared. 
From October 8th to 1 1th, the regiment commenced its 
movement to the Argonne sector, relieving the 12th and 
14th Engineers. Regimental Headquarters moved to 
Yraincourt October 10th. 



Company A moved October 8th to Abocourt. 
Company B moved October 13th to Cheppy. 
Company C moved October 11th to Dombasle. 
Company D moved October 12th to Dombasle. 
Company E moved October 13th to Cheppy. 
Company F moved October 14th to Varennes. 

The territory turned over for operation extended 
towards the front from Les Islette to the Meuse River. 
In the advance of September 26th in this area other organi- 




Ist Battalion Staff 

zations had run forward connecting lines between the old 
French lines and the German railway lines as follows: 

Claon through the Argonne Forest. 

Dombasle through Cheppy. 

Dombasle through Montfaucon. 

These lines were not completed as to ballast and align- 
ment, making train movement very difficult. Immediately 
work was commenced to place these connections in good 
shape and to rehabilitate the German lines. The following 
organizations were attached for duty during this time and 
were placed at work as shown below: 

I si Platoon, Company C, 28th Engineers, Abocourt, quarry. 
Company D, 22nd Engineers, Cheppy, maintenance and con- 
struction. 
Company E, 22nd Engineers, Barricade, maintenance and con- 

struction. 
Company F, 22nd Engineers, Grant, maintenance and quarry. 
2nd Platoons, Company C, 27th Engineers, Esnes, maintenance 

and construction. 
Company C. 56th Pioneer Infantry, Montfaucon, maintenance 

and construction. 
C pany I., 59th Pioneer Infantry, Washington, maintenance 

and construction. 
Company A. 802nd Pioneer Infantry, Crater, maintenance and 

quarry. 
Companj M, so2nd Pioneer Infantry, Cheppy, construction. 
Company I). 54th Pioneer Infantry, Cheppy, construction and 

maintenance. 
Company M, 54th Pioneer Infantry, Aubreville, quarry. 



(33) 




Colonel Earl I. Brown and Staff 



Company I, 802nd Pioneer Infantry, Anbreville, quarry. 

Company L, 802nd Pioneer Infantry. Cheppy, maintenance and 
construction. 

Company B, 16th Engineers, Cheppy, maintenance and con- 
struction. 

Company C, 16th Engineers, Cheppy, maintenance and construc- 
tion. 

Company D, 16th Engineers, Baulny, maintenance and con- 
struction. 
Company E, 16th Engineers, Bois de Chemin, maintenance 
and construction. 

Company F, 16th Engineers, Dombasle, maintenance and con- 
struction. 

Immediately on arrival in the sec-tor survey parties 
were sent out over the territory and by October 20th all 
German lines of any value up to the front line positions 
had been verified and tied up with the French railway--. 
The total length of German lines rehabilitated to Novem- 
ber 1st was approximately 100 kilometers. These rail- 
ways were completely ballasted and service established as 
follows : 

Line Completed 

Le Triangle-Barricades-Cheppy Oct. loth 

Cheppy-Montfaucon connection Oct. 30th 

Aubreville-Neuvilly-Cheppy Oct. 31st 

Claon-Apremnnt connection Oct. 30th 

Esnes-Montfaucon Oct. 30th 

In addition to this, Dombasle and Anbreville yards 
were put in shape and new tracks laid for sidings and spurs 
to various dumps and to facilitate operation. Tracks 



were ballasted whenever possible, the ballast being obtained 
from our own quarries and by hand broken stone from the 
ruins of shell-swept villages. 

In the meantime, the Operation Department had estab- 
lished headquarters at Dombasle and three divisions organ- 
ized, Company E operating out of Cheppy and Aubreville, 
Company 1) from Dombasle and Company F on Les 
Islettes line. The operations were extended as German lines 
were rehabilitated and by November 1st operations con- 
ducted were as follows : 

Dombasle- Bemon-Montfaucon-Cierges. 
Aubreville-Cheppy-Charpentry-Chatel Chehery. 
Les Islettes-Cloan-Lancon. 
Apremont- Manhattan connections. 

Company ('. 21st Engineers, opened a shop at Dombasle 
on October 11th and repaired and maintained all rolling 
stock and motive power. 

By the end of the month the same class of service was 
being rendered as had been done on the St. Mihiel front, 
handling of rations, water, forage, ammunition and salvage. 
Due to the abnormal traffic conditions, it was found 
expedient to have at certain points on our own lines, large 
details to unload cars, that empties would be available 
for movement with the least possible delay. By this time 
the rapidly expanded net work of French and American 
operated lines in the area were being brought under direct 
supervision and formed a complete system of light railways 
from the service of the divisions and army corps compris- 



(.34) 



ing the First Army. Companies were advancing the lines 
as fast as troop movements permitted and material gathered 
and brought forward to follow the army on the next big 
drive. On November 1st the advance work was continued 
in two directions, north from Romagne toward Montigny 
and northwest from Fleville toward Grand Pre. For the 




Pvt. O. D. Foster Wag. F. L. Sterrett 

The Long and Short of It 

former line, three companies, A, 21st Engineers; F Com- 
pany, 16th Engineers, Company C, 56th Pioneer Infantry, 
started early in the morning from Romange in two parties, 
one west toward Landres-St. George and the other north 
toward Bantheville. The work consisted largely of filling 
shell holes and replacing sections of track blown out by 
shell and mines. Fair progress was made and as the work 
advanced camps were moved forward. Other companies 
used on this line were Company E, 16th Engineers; Com- 
pany F, 22nd Engineers; detachments of Company C, 
27th and Company C, 28th Engineers, ami Company L, 
59th Pioneer Infantry. 

On the line from Fleville Company B, 21st Engineers, 
carried the repairs ahead and on the second day had the 
line ready for operation as far as Grand Pre dump. This 
track was of i-5-pound rail with wooden ties. One com- 
pany of the 27th Engineers was then engaged for several 
days rebuilding four bridges demolished by the Germans, 
one being over the standard gauge railroad and two over 
the river at Grand Pre and the fourth about one kilometer 
north. On November 8th, the bridges were completed 



and the track opened up to Briquenay, Company 1). Kith 
Engineers, having moved one platoon there during con- 
struction of bridges for the track work, aided by one com- 
pany of the !317th Engineers. 

On November 7th Company B, 21st Engineers, took 
over the maintenance of the line from Marcq dump to 
Grand Pre bridges. Three companies 802nd Pioneer 
Infantry, three companies 16th Engineers, one company 
.'517th Engineers were placed on the line between Briquenay 
and Buzancy rebuilding the grade blown out by mines. 
The track from Grand Pre bridges to Briquenay was sec- 
tional with steel ties, consequently was easily replaced. 
From Briquenay to Harricourt the track was of 80-pound 
rail with wooden ties and badly damaged by shell fire and 
the progress was very slow. Practically all the work was 
accomplished by the track forces with German tools and 
material salvaged on the ground. The most serious handi- 
cap was the poor means of communication. The growth 
of the light railway system in this sector is shown by the 

figures below : 

Kilometers el' 
Track Operated 
During t (ctober 

Main line 164.9 

Sidings, yards 



Operated 
Nov. 24th 



is? 
40 



Total track 164.9 227 

On November 24th the regiment, having been assigned 
to the Transportation Corps, turned over light railway 
operations in the Argonne-Meuse sector to the 14th Engi- 
neers, Company D alone excepted, which remained at 
Romagne. Company A moved from Romagne to Cheppy 
via light railway on November 25th, remained there until 
the 27th, when they proceeded to Audun-le-Roman 
(Meurthe et Moselle) via motor trucks. Company B hit 
Marcq November 25th and went to Cheppy, thence by 
trucks on the 27th to Longuyon (Meurthe et Moselle). 
Company C moved by truck from Dombasle to Longuyon 
on the 25th of November. Company F moved by truck 
from Baulny (Meuse) to Conflans November 21. 1918. 
On November :50th the 3rd Battalion joined the regiment 
and took station at Conflans. Company I was sent to 
Longuyon, Company H remained at Conflans and Com- 
pany G continued on detached service at Abainville 
( Meuse). 

The new assignment of the regiment brought to a close 
the particular work for which it was organized: "The 
construction and operation of combat railways in the 
"theatre of operations.'* In the period of ten months 
on the light railway work there were many interesting as 
well as trying experiences. A variety of work was met 
that called for men of every kind of technical knowledge 
and the operating conditions tested the ability of the most 
experienced railroad men. At the beginning there was 
little evidence of activity along the front and the work 
proceeded with little excitement. Gradually the situation 
changed and the men came to know what war really meant 
with their varied experiences under shell and machine gnu 
fire, bombs and gas. For most of the time adequate and 
comfortable quarters were provided for the men. This 
was not always possible, however, and as the work became 
more strenuous the physical stamina of the men was 
severely tried more and more, often under the worst weather 
conditions. 

After arrival of the regiment in the vicinity of Con- 
flans, the rehabilitation and operation of standard gauge 
railways north and east of Conflans was begun. Companies 
A and B were engaged in cleaning railroad right of ways 



(35) 



and general repairs to tracks. Interlocking plants and 
signals were overhauled and placed in operation as soon as 
possible with available material. Company C remained at 
Longuyon until December 14th, then moving to Audun le 
Roman, where they were engaged in rehabilitation of rail- 
road, shops and repairs to motive power. On December 6th 
and 7th the Fourth Battalion, 21st Engineers, moved from 
Sorcy (Meuse) and took station with the regiment at Con- 
flans. On December 9th, the 4th Battalion headquarters 
was moved to Metz (Lorraine). Company D, having been 
relieved on December 23rd, moved by truck to Conflans, 
where they were assigned to operation. The operating 
companies now consisted of D, E, F, H, I and a portion 
of K, and the maintenance work was conducted by Com- 
panies A, B, K, L and M. 

On January 28, 1919, the railroads operated by the 
21st Engineers was organized into the 24th Grand Division, 
Transportation Corps, embracing the following lines : 
Conflans to Longuyon via Baroncourt. 
Conflans to Longuyon via Audun le Roman. 
Baroncourt to Audun le Roman and the branch line 
from Audun-le-Roman to Villerupt. 

The maintenance companies remained in railway ser- 
vice until the middle of February, 1919, when they were 
relieved by the French maintenance of way forces. The 
operating companies were engaged in the handling of 
American ration trains between Conflans and Audun-le- 
Roman, and the French freight and passenger trains 
between Conflans and Longuyon during this time. Late 
in February the Chemin de Fer de l'Est took over the 
operation of the lines comprising the 24th Grand Division. 
The crews handling the American ration trains between 
Conflans and Audun-le-Roman were gradually relieved by 
the American Transportation Corps forces and by the end 



of the month all operating and shop forces were relieved 
except I Company, which was stationed at Audun-le-Roman 
and engaged in the operation of the yard. As soon as the 
companies (Company B excepted) were released from rail- 
road duties, they were concentrated in and near Labrv 
Barracks (Meurthe et Moselle). Company B remained 
at Spincourt owing to the lack of quarters at Labrv. 
Company G remained on detached service at Abainville in 
the light railway central shops. Here were also Companies 
N and O, separate units of the 21st, which had never been 
placed under the jurisdiction of the Regimental Head- 
quarters. Except for the units mentioned, the regiment 
remained at Labrv Barracks until the latter part of March. 
engaged in intensive military training. The barracks at 
Labrv Caserne provided excellent quarters for six com- 
panies and headquarters detachment, the remaining com- 
panies being quartered in the near vicinity. The parade 
ground of the post afforded excellent facilities for close 
order disciplinary drills, inspections, guard duties, bat- 
talion and regimental parades. 

On March 22nd Company I was released from railroad 
service and rejoined the regiment. On the same date, the 
regiment, less Companies G, N and O, entrained in three 
sections at Conflans and departed for Le Mans (Sarthe) 
for duty under the district engineer, Le Mans area. 

The regiment arrived at Le Mans on March 24th and 
moved into temporary quarters in the Forwarding Camp, 
American Embarkation Center. On March 25th the units 
of the regiment moved to various towns throughout the 
Le Mans area. Regimental Headquarters and Band alone 
remaining in the Forwarding Camp. The First Battalion 
was assigned to construction of hospital barracks, the 
second to road work and barracks, the third to construction 
of barracks and the fourth to road work. 



Chroeolo^leal History^ Third Battalloe 



Authority for the organization of the 3rd Battalion, 
21st Engineers, is contained in a letter from the Chief of 
Engineers, Fort Benjamin Harrison, Indiana, dated 
June 12, 1918, which directs the forming of new organiza- 
tions during the month of July, 1918, the battalion to 
consist of one shop and two operating companies for light 
railways. 

The tiles of the battalion are incomplete, so it is not 
possible to give an accurate history in the early days of 
its organization. However, by reference to all available 
records and information obtained from non-commissioned 
officers, who were among the first to arrive, it can be stated 
that the organization was actually started June 21, 1918. 
The enlisted men began to arrive from the various National 
Army cantonments during the latter part of June, and 
this troop movement continued until July 30th, when their 
combined strength made a total of 1,750 men. 

The organization of the 3rd and 4th Battalions was 
■started at the same time and at first they did not exist as 
separate units. Then the rial work of examining and 
classifying men and transferring them to the companies 
where they were needed was started. Owing to the variety 
and number of different qualifications required for the 
shop and operation companies, this was a task of some 
magnitude. 



The 3rd Battalion was the first to have separate com- 
panies, G, H and I; the 4th Battalion existed as a detach- 
ment and was so designated, being used as a casual unit 
from which to draw men for the 3rd Battalion. 

Major T. D. Sterling reported August 9th and 
assumed command. Prior to this time the functions of the 
Headquarters Detachment of the 3rd and 4th Battalion 
were performed by a temporary organization of varying 
numbers, which was known as Headquarters Company. 
August Kith the administration of the two battalions was 
separated and after that date they' were individual organi- 
zations. However, the administrative duties were per- 
formed by the same officers for both units, as for the 
consolidated organization until departure of the 3rd Bat- 
talion for port of embarkation. 

August 20th the 3rd Battalion, with full complement 
of 789 men and fourteen officers, left Fort Benjamin Harri- 
son by train. The first section with Headquarters and 
Company G and Medical Detachment. The second section 
with Companies H and I. The following day, at Buffalo. 
the men of the first section enjoyed the privilege of a shower 
bath provided for transient troops by the Lackawanna 
Railroad Company. After twenty-four hours' ride in day 
coaches the bath was very refreshing to the men, and die 
compliment is given the railroad company. Although 



(30) 



troop movements wore theoretically not matters of public 
knowledge, the train suctions were greeted at every station 
and stop along the line, at all hours of the night as well as 
in the day time by crowds of people who must have known 
of the expected arrival of troop trains. The battalion 
arrived at Camp Merritt, N. J., at 12 noon, August 22, 
1918. Here final steps prior to embarkation were taken. 




3rd Battalion Staff 

The paper work required to be accomplished in the 
short time at Camp Merritt necessitated the working of 
the men of Headquarters Detachment and the office forces 
of the companies day and night for a week. The principal 
work consisted of getting the personnel records of all the 
men and the passenger lists in absolutely accurate and 
uniform condition and in issuing full overseas equipment 
to every man. Near the end of the week the battalion was 
fully equipped, its records were in proper shape, the pas- 
senger list was ready and the assignment list had been 
turned in. 

Final equipment and medical inspection of the entire 
command were conducted by the port inspector and camp 
medical surgeon, and it is worthy of note that both inspec- 
tions were passed without any exceptions being taken, 
the inspecting officers complimenting the organization. 

The commanding officer, adjutant and senior medical 
officer were ordered to precede the battalion to port by 
twenty-four hours. Accordingly, these officers proceeded 
to the port August :30th, where Major Sterling was 
designated as commanding officer of all troops aboard 
Transport Xo. 405 (White Star Line S. S. Belgic). The 
battalion followed August 31st, leaving Camp Merritt 
at 9.15 A. M., making a march of four and a half miles 
to Alpine Landing. This march was probably the most 
grueling the men of the battalion ever experienced, 
although it was not comparatively long. At that time 
troops departing overseas were not allowed barrack bags, 
and their entire equipment was carried on their person or 
in their packs. Clothed in wool uniforms with an August 
sun beating down upon them, enervated by the overwork 
and loss of sleep at Camp Merritt, carrying a seventv- 
pound pack up the steep road to the summit of the Pali- 
sades and then descending an even more steep and winding 
road to the banks of the Hudson, they were completely 
exhausted. 

Only one man fell out of the column during the march. 



and he arrived at the landing in time to go on hoard the 
ferry with his company. About noon the battalion was 
herded on board a ferryboat which was crowded to several 
times the normal capacity. Landing was made at Pier 
No. 58, North River, where the Red Cross provided hot 
coffee, sandwiches, buns, ice cream and cigarettes for all 
men. Here also were distributed the "report of safe arrival 
overseas" postal cards, which were filled out by the men 
and collected and handled by the Red Cross. Then the 
battalion's turn to be checked aboard the transport came. 
This was accomplished in the record time of forty minutes 
for the entire organization. The next morning the ship 
drew out into the river and dropped anchor in the lower 
bay and that afternoon, September 1, 1918, the convoy 
of which it was part set sail. 

Eleven organizations travelled on the S. S. Belgic, a 
total of 118 officers and 5,013 enlisted men, of these, six 
organizations totaling 3,000 men, more than half the 
troops on board were replacement. During the voyage all 
troops, officers and men, were required to wear at all times 
(except when asleep) the life belts provided for every 
person aboard; life boat drills were also held frequently. 

The weather throughout the voyage was fair, no acci- 
dents occurred, and no attack was made on the convoy. 
The health of the troops was consistently good ; of course 
there were the average number of cases of seasickness. 

Although the organization did not rate a regular band, 
before it left Camp Merritt instruments had been purchased 
and a volunteer band organized. It was the only band on 
board ship, and its contribution to the entertainment and 
recreation of the troops was invaluable thereafter. Al- 
though the battalion had little opportunity to take part 
in parades or other ceremonies, the band has always headed 
the column on the march; and here is set down what is 
already an established fact, that the value of music to the 
morale of marching troops cannot be overestimated. 

The convoy anchored off the mouth of the Mersey 
River, September 12th, and waited for full tide in order 
to proceed up to Liverpool at which point the S. S. Belgic 
\v;is docked the next morning. The 21st was one of the last 
organizations to leave the ship and was formed on the dock 
at a little after noon. Then headed by their very good, 
though small band, marched through the streets of Liver- 
pool to the Knotty Ash Rest Camp, remaining there until 
the following afternoon. 

Orders were received Saturday noon for the Third Bat- 
talion to entrain at 3:30 P. M., at Stanly Station and pro- 
ceed to Southampton ; arrangements being completed for 
this movement the organization moved out promptly and in 
good order and departed at the time ordered. A short stop 
was made at Birmingham where, through the kindness of 
the English Red Cross, coffee was served to all men on 
hoard. Arriving at Southampton about midnight the men 
quickly detrained and marched through the pitch dark 
streets of the city for a distance of about two miles to a 
rest camp. Here the organization remained until next day, 
Sunday, September 15th. 

Pursuant to special order the battalion marched from 
the camp to the pier at Southampton and boarded the 
S. S. Yale which sailed for France late that evening. Land- 
ing was made at Le Havre, France, September Kith, about 
8:00 A. M. The 3rd Battalion marched about seven kilo- 
meters to an American rest camp. Here the organization 
remained until September 17th, when special orders direct- 
ing the battalion to proceed from Le Havre to Le Mans, 
there to receive issue of steel helmets and a'as masks, and 



(37) 



instructions in the use of the latter, and to proceed from 
Le Mans to Abainville (Meuse) reporting to the command- 
ing officer upon arrival for duty. 

The train arrived at Le Mans the following day, the 
men were promptly unloaded at the station and marched 
bo a camp ground on the Ainage Road. At this camp the 
men had their first experience in pitching "pup" tents. 
There was considerable discomfort the first few days, and a 
little sickness, on account of the low temperature. There 
were only two hospital cases, however, due to the excellent 
location, sandy soil and good physical condition of the men. 

Steel helmets and gas masks were issued and intensive 
gas training commenced, continuing for three days. 

On the morning of September 26th the battalion cleared 
this camp and proceeded to the station at Le Mans where 
the troops entrained and departed for Gondrecourt 
(Meuse); arriving the next evening. On account of the 
lateness of the hour and having no guide the men remained 
on the train that night. Early the Tiext morning the or- 
ganization detrained and marched to Abainville (Meuse), 
the men were assigned to barracks and the commanding 
officer reported to the commanding officer of the camp. 

Abainville, headquarters of the Light Railway Central 
Shops, was an important junction of the narrow and stand- 
ard gauge railroads and had extensive narrow gauge yards 
and shops belonging to the Department of Light Railways 
and Roads. Other units of engineer troops were already 
stationed there, and the Third Battalion for two or three 
weeks was used to furnish details for road and light rail- 
way construction and other ordinary manual labor. Later, 
details for shop and operating work were gradually drawn 
from the organization, but the battalion, as a unit, never 
took over any specified work. 

The light railway staff officers already on duty at 
Abainville when this battalion arrived, continued to have 
general charge, but finally the Lieutenants of Company G 
were given subordinate assignments in the shops. At the 
same time the enlisted men of Company G were being as- 
signed to work in the shops by a sort of filtering process, 
until on the first of November practically the whole com- 
pany was engaged in shop work. 

The officers and men of the operating companies, how- 
ever, were never used strictly on their special line of work. 
Some of the officers were assigned to the subordinate super- 
vision of such work as road and railway construction and 
repair, loading and unloading details, etc., while details 
of operating men were furnished to work under the super- 
intendence of light railway officers from other organiza- 
tions. 

November 9th, pursuant to instructions from the 
D. L. R. & R., the Headquarters, Third Battalion, 21st 
Engineers, Companies H and I. and the Medical Detach- 
ment, left their stations at Abainville and Mauvages and 
proceeded by narrow gauge railway to Dombasle. (Com- 
pany G was left on duty in the shops at Abainville. ) Com- 
pany IT travelled in two sections, Company I in two sec- 
tions; Headquarters and Medical Detachments in one sec- 
tion. The trains were made up of about six or seven 
gondolas and two or three box cars to the section, all of 
which were started well before noon. As usual travel via 
narrow gauge was very slow, and although the distance 
to be travelled was a little less than one hundred kilometers 
all the train sections were still in transit on November 12th. 
ilieii at Rattentout, they were diverted to the vicinity of 
Fort de Tavannes, east of Verdun. Headquarters was 
established at the West Portal of the Tunnel de Tavannes. 
This diversion was due to a change in the plans of the 



Chief Engineer of the First Army, necessitated by the 
cessation of hostilities. 

Work was immediately begun on the reconstruction of 
the broad gauge line from Verdun to Conflans, Company H 
eventually being stationed at Abaucourt. Again the bat- 
talion was assigned to no work of its own to do, but was 
used to furnish details under the direction of a First Army 
Engineer Staff Officer for miscellaneous labor, with a com- 
paratively few men in train operation. 

The large number of troops employed on the work 
shortened the time necessary for its completion, numerous 
negro labor battalions arriving from day to day. Conse- 
quently on November 28th the Headquarters, Medical De- 
tachment and Company H, proceeded by broad gauge rail- 
road to Conflans, Company I to Longuyon, where they 
joined the first and second battalions of their regiment, 
which had charge of the operation, maintenance and shops 
of the broad gauge lines radiating from Conflans. 

On May 5th the 1st, 2nd and 3rd Battalions were 
relieved from duty and were concentrated on the "For- 
warding Camps" near Le Mans during the following 
week. The organization having again been listed for 
early sailing, personnel, baggage and clothing records 
were made ready and "lay down" equipment inspections 
rehearsed preparatory to final inspections to be made by 
inspectors from General Headquarters. 

On May 17th the troops in the Camp were reviewed 
by General Pershing, the Commander-in-Chief, who, in a 
short address at the close of the review, expressed his ap- 
preciation to the men for their achievements during the 
great war. 

On May 20th the regiment (less the 4th Battalion), 
headed by the band, marched with colors flying to the en- 
training yards. Boarding the American box cars of which 
the two special trains consisted, the 21st was soon steam- 
ing out of Lemans for Brest. The latter point was 
reached early the next morning and after breakfast at 
the Camp near the docks, the long hike to Camp Pont- 
anezen was made. 

Remained at this Camp for almost a week, meanwhile 
receiving more final inspections and kerosene baths. 

On the morning of May 27th the hike was made to 
the docks and loading onto a lighter, the men soon were 
walking up the gangplank of an old acquaintance, the 
U. S. S. President Grant. The following morning the 
504th Engineers and numerous casual and hospital units 
came aboard, and -1 o'clock that afternoon found the 
President Grant getting under way towards the setting 
sun. After an uneventful voyage undisturbed by aban- 
don ship drills or submarine scares, the huge liner drop- 
lied anchor in the harbor at Boston late in the afternoon 
of June 8th. The President Grant docked the next mora- 
ine- a nd at 10 o'clock the 21st disembarked and forming 
by companies inside the immense new building of the 
terminal, immediately boarded special trains for Camp 
Devens. Although no formal welcome was extended to 
the troops at Boston, the reception accorded them by the 
people along the route, the waving of handkerchiefs, the 
tooting of railroad engine and factory whistles, made 
manifest their heartiest appreciation and welcome. 

The days of the old 21st were now numbered. On 
the 13th men assigned to demobilization at Camp Devens 
were transferred to the Casual Camp. On the 1-ith the 
men for the East, South and Middle West left on special 
trains and June 16th and 17th found the men for the 
far Southwest, West and Northwest hurrying away and 
the 21st then became only a memory. 



(38) 



History of the Fourth Battalion 



The 21st Engineers was a regiment of light railway 
shop and operating troops and the first and second bat- 
talions were already operating in France when the material 
for the fourth battalion was yet in the depot brigades. 

During June, July and August this personnel began 
arriving at Fort Benjamin Harrison and while the third 
battalion was being formed the material for the fourth 
existed as a detachment. From this detachment the three 
companies, K, L and M were formed. When the 
third battalion departed on August. 20th, all efforts were 
turned to formulating the fourth, although the companies 
had previously existed unofficially. 

Prior to August 15th, the functions of headquarters 
detachment of the third and fourth battalions were per- 
formed by a temporary organization of varying numbers, 
usually about forty men, which was known as headquarters 
company. After August 16th, the battalions were separate 
organizations. However, the administrative duties were 
performed by the same officers for both battalions as for 
the consolidated organization, until departure of the third 
battalion for port of embarkation on August 20th. 

In the next ten days the battalion was brought up to 
war strength, all preparations were made and on August 
30th, with five officers, entrained in three sections of Pull- 
mans on the Big 1 Route for Camp Merritt. 

Arriving at Dumont station near Camp Merritt early 
Sunday morning, September 1st, a march was effected to 
barracks in the camp. In the next six days that followed, 
the battalion was fitted out in overseas clothes, the pas- 
senger lists completed, and sailing orders received. About 
2 A. M. on the morning of September 6th, the battalion 
marched to Alpine Landing on the Hudson, boarded a 
ferryboat which delivered them to U. S. Army Pier No. 5 
at Hoboken. Noon time found all men checked aboard the 
U. S. S. Manchuria. Sunday morning, September 8th, she 
left the pier travelling with three other transports, a battle 
cruiser and a destroyer in a southerly direction for two 
days. In the afternoon of the second day, a convoy of five 
transports and one destroyer from Newport News swelled 
the fleet and a zig-zag easterly course was assumed. 

Abandon ship drill was practiced daily and at four 
different times the alarm was given, announcing the ap- 
pearance of a submarine. No attempts were made, however, 
at destroying any of the transports. Three days before 
arriving at Brest, ten additional destroyers joined the con- 
voy and ushered the fleet into the harbor at Brest on Scp- 
tembei 21st. 

About noon, with the exception of a few men from 
headquarters and Company K the battalion went ashore, 
and marched about six kilometers to a camping ground 
beyond Pontenazen barracks. Here they erected pup 
tents as the only means of shelter from the almost contin- 
uous rain. During the week's stay here, the companies 
were detailed on barracks construction at Camp Pon- 
tenazen. 

The battalion moved on September 28th to squad tents 
outside the walls of Camp Pontenazen. Late in the day 
orders were received to entrain the following day, so work 
on the camp ceased. The men on the docks joined the 
battalion that evening and preparations were made for 



moving. Each man was issued a gas mask and after dark 
marched to the gas house, but to no avail as it was out 
of commission. 

About two o'clock in the morning the battalion was 
formed and proceeded to the station at Brest, arriving 
there about sunrise. Soon the train departed and after 
seventy-two hours of travel, arriving at Gondrecourt Octo- 
ber 2nd. From here they marched to Abainville, continuing 
on the narrow gauge to Mauvages where billets were found 
in barns and cellars and the companies were detailed on rock 
breaking and ballasting of the narrow guage. 

On October 13th Company M returned to Abainville 
where they were assigned to excavating and grading in the 
railroad yards. Leaving there October 19th, they pro- 
ceeded to Sorcy Gare, picking up part of the medical 
detachment at Mauvages. They were assigned to work in 
the shops and on the road at Sorcy and at various other 
points and continued operation until moving to Conflans 
on December 7th. 

Company L left Mauvages October 18th, proceeding to 
Menil-la-Tour, where they were attached to the 12th Engi- 
neers, then operating on the narrow gauge. K Company, 
Headquarters and the remainder of the Medical Detach- 
ment left Abainville October 28th on the narrow gauge, 
arriving at Sorcy the same day. Half of K Company 
and Headquarters were quartered in barracks, while the 
remainder of K Company and those of the medical de- 
tachment continued the journey to Woinville and Washing- 
ton, arriving that night, where they were assigned to duty 
on the road and in the shops. Later they moved to a new 
railroad constructed by themselves near Montsec. On 
November 1st, a few of the Company K men at Sorcy were 
put to work on standard gauge operation and in the shops. 
The remainder were sent to Grosrouvres where they were 
attached to Company D, 12th Engineers. 

On December 7th the entire battalion entrained via nar- 
row gauge for Conflans, Company K going from Wash- 
ington, Company L from Menil-la-Tour, Company M 
and Headquarters from Sorcy. L and M Companies 
with Battalion Headquarters spent the night in an old 
German "Kantine" at Droitaumont. K Company 
went straight through to Conflans that day and remained 
here, being assigned to duties in the shops and roundhouse. 

The morning of December 8th Companies L and 
M marched to Conflans from where they travelled by 
standard gauge to Pierrepont and Audun-le-Roman re- 
spectively. At these places they were engaged in policing 
the right of way and drilling. 

Headquarters Detachment moved to Conflans the next 
day and on December 9th moved by truck with the office 
supplies to Metz. Those who were not engaged in bat- 
talion work, were assigned to duties in connection with liai- 
son work at the old station or Sablon station. On Febru- 
ary 3rd most of headquarters returned to Labry, the re- 
mainder following about March 5th. 

December 18th M Company returned to railroad 
work at Conflans as did L Company on February 1st. 
The French relieved all companies on February 20th and 
drilling was taken up in earnest. Regimental parades were 
held about three times weekly up until the time of depar- 
ture for Le Mans, France. 



(39) 




'•'.-.- Tq 



xHerbe-uvilIc ^^ 




r , I 


• Honnonv'Hc ^ 


• w/qM 


. "(gChomblcy 


.Avilltrs 


s v 




.\Tnillot.' 


A- ,' 




^ 


\ 
\ 




-*%, v -> / ■' 


•\Billy f 






*T* 






'• Ho^onville C 


a •' ■ -": 


VIGNfULLE5"? , "^ 




• S> Bcnoit,' • V -' ■ > 



ViltRC&y 






I Bouillons .It 



/HeudicourV 



WasKna^ori 



Byx teres * 




By*eryllca •/ 




W01NV1LLE ,/ 




v . **-• 


^fVrche Juncr 




\ ConrecfiO'. 




ACharriere 




»P> d u N*l, 

• Auberr»5t P.trre. 

• S 1 Rovm "\t*. Colo 



• ScoH 



. Hoodie. 



wtro. pouillo*S 



btayroorit 



m 



Liouville 



A3 . 

Gironville.* ^ 



» J* Heltnc 
\ ArWlene3iwp, rmo „ t 

, Le Moulm 
PQfT,botayr* AMflndrei 

RauTecouH- V M " tarm, ^» \ \»La P<-bor,r^ 

A Fond d'E^se \J ^ ~~<&r>b£u 

«-ock opui- 

'l>o Touine. 



■Griscourt Intendono 



:" Hau«. 



>^ r , Bellvilk?* 

VenVs 



Scnnoebte \» 

/• Tyilcr e 

Gc 5^ Louis x_ * 

Central &ro"' 

Lorxjremon*^ 



ll.«ru 



®\C0N1 MERCY 



Mobile 39 






, Cut OK 
Hospital Spur 



' Br Jte.VW 

•/LA REINE 



Cou'-X»No-d.> 



I* ^ -y^ Mononccur*- 

UCflrr 1( . rc ,l * ^ A^ra/^l 

^^ ^ ^ MENIl 
"^Toiler 



, D^/oit- ^* luce' 



V MouVon 
^•ISORCY VARD 




\faid 



A 7° 



Ld Voc^tr 







Paqneuv 



TOUL 



r.,J. LEGEND 

GO"^ RqiIwous Operated bi) Zl a Enars 



Villey le 5<-.^ A 



Latest Revision 

Sep!' 12, 26, 28,27 

Oct z, 7, 



60 c - RAILWAYS 

ST MIHIEL- P0NT-A-M0U55ON SECTOR 

2F REGIMENT ENGINEERS, LIGHT railway 

U. S.ARMY 



^-^ 60^ Railways Operated by Others 
5tandard Gauae Pailwaqs 

* Roilheods 

A Advonce Railheads 

• 5idioas and Towns 



(40) 



General 
Manager 



Chie/ 
Engineer 



Asst General 
Superintendent 



General 
Superintendent 



SupenntendenV 
Car Service, 



5upf Shops 
Kloitve- Power 



Personnel Q^i 



cer 



.Supply Ojf\ 



icer 



Adjutant 
Military Corres 



Construction 
Engineer 



Resident 
Engineers 



Construction 
Fnq'tneer 



Resident 
Engineers 



Construction 
ETnqineer 



Resiaent- 
Enqineere> 



Division 
Superintendent 



fT"v7 
engineer 



Trainmaster 



Master 
Mechanics 



Division 
Superintendent 



M. W 

Engineer 



Trainmaster 



Master 
Mechanic 



Division 
Superintendent 



Teleqraph ^~ 
Telephone 



WW. 
Engineer 



Trainmaster 



I Master 
I Mechanic 



Asst Master 
Mechanic 



Master 
Mechanic 



Motor 
TrQnsportatw 



Tnqme/ 

House 



©lacksmif-b 
5hop 



Macb. Shop 



Personnel Sector 



PailwQu Supplies 



Military Supplies 



Courts Marfial 

Carmp Discipline 



$ 



<r 



4 



Organization as or September 12,1518 



r £ n. n a % a 1 a © m 



The 21st Regiment Engineers (Light Railway), while 
a military organization, was organized in much the same 
manner as an American Railway System, with Executive, 
Engineering, Operating, Mechanical, Supply and Statis- 
tical Departments. The organization was changed in some 
particulars from time to time, but that existing about 
the time of the St. Mihiel offensive, is regarded as typical. 

Since no commercial business was handled, a Traffic 
Department was not provided, although the relations be- 
tween the various Artillery Corps, Quartermaster, Divisional 
and Engineer organizations and the Light Railway cor- 
responded roughly to those of the large shippers and trans- 
portation companies in America. All traffic matters were 



x ^^^^^^^5 










~*V.Vk-t; .T—^.. -■*5^HB^fc^" I '^£, 



Headquarters 2\st Engineers, Sorcy Gare 

handled by the Operating Department and such accounting 
as was necessary was handled by the Operating Statistical 
and Personnel Departments. 

Colonel Peek, long our Regimental Commander, after- 
wards Engineer of Light Railways and Roads, might be 
considered as the President of our Light Railway System, 
who formulated matters of general policy in accordance 
with plans mapped out by the Department of Light Rail- 
ways Staff. 

Lieut. -Colonel Slifer, who succeeded Colonel Peek as 
Commanding Officer, was General Manager in every sense 
of the word, with general supervision and direction of all 
departments. 

The Executive Officer, railway correspondence, or Rail- 
way Adjutant as he was later known, functioned as an 
assistant to the General Manager with certain jurisdiction 
in the railway department of the headquarters oi-ganization. 

The Regimental Adjutant was in charge of the Regi- 
mental Headquarters office, and, acting for the Command- 
ing Officer, enforced camp regulations and discipline, and 
handled other matters of military character as circum- 
stances required. 

The personnel section, under charge of a Personnel Of- 
ficer, handled the insurance records, allotments, payrolls, 



etc., of the entire personnel and compiled necessary mili- 
tary reports. 

The Engineering Department, under the supervision 
of the Major 1st Battalion as Chief Engineer, provided for 
the reconnaissance, location, and construction of new rail- 
ways and for the rehabilitation of captured German lines, 
under the jurisdiction of several engineers of construction. 
For example, at the time of the St. Mihiel offensive, plans 
bad been made for three extensions from our railheads to 
connections with the German lines, immediately the terri- 
tory was captured, and an Engineer of Construction was 
in charge of each project, assisted by Resident Engineers 
in charge of designated sections. At this time a number of 
service battalions were attached for construction purposes 
and the construction engineer had several hundred men 
under his jurisdiction. General construction, such as the 
construction of the Sorcy Railhead, was also under an 
Engineer of Construction. The Maintenance of Way De- 
partment was under the supervision of (Divisional) Main- 
tenance Engineers, who, while reporting to the Chief Engi- 
neer, were under the direct supervision of the Division 
Superintendent. 

The Operating Department was under the jurisdiction 
of the Major, 2nd Battalion, as General Superintendent. 
His duties, as on American railways, related to the move- 
ment of trains and the maintenance of the property. 

In addition to this, he handled all traffic matters, main- 
taining liaison with the large shippers by means of an Assist- 
ant General Superintendent, a Captain on the Headquarters 
Staff, and through a Superintendent of Transportation 
( Car Service) had an accurate knowledge of traffic condi- 
tions at all times. The Superintendent of Transportation 
acted as a clearing house for the handling of large orders 
from "G-- f" for ordnance supplies destined to Artillery 
Units in the area ; from engineer dumps for material ; from 
Quartermaster Railhead Offices for subsistence and supplies, 
and in turn placed the car orders with chief dispatchers of 
the divisions concerned, who in the name of the Division 
Superintendent, arranged for movement of the required 
number of cars to the dumps and railheads. It was the 
duty of the Superintendent of Transportation to see that 
priority service was maintained in the order of relative 
importance and that proper distribution and interchange 
of equipment was maintained by the divisions. 

An Inspector of Transportation, as the name implies, 
was constantly in touch with the progress of car loading 
at the dumps and unloading at destination, and any lack 
of promptitude was reported, that corrective measures 
might be taken immediately. 

It will be noted by the accompanying skeleton diagram 
that the '"Divisional" system of organization was used prac- 
tically throughout. 

The Division Superintendent under the jurisdiction of 
the General Superintendent had supervision over operation 



(42) 



and with certain exceptions, of the maintenance of way, 
maintenance of equipment, on his division. He controlled 
the movement of trains through the Trainmaster, Assistant 
Trainmaster and Chief Train Dispatcher, maintenance of 
equipment (running repairs) through the Master Mechanic 
and maintenance of way through the Engineer, Mainten- 
ance of Way. 

A wrecking crew in charge of a foreman, was located 
at a convenient point on the division to handle wrecks and 
serious derailments. Liaison was maintained with the 
various organizations to further the best interests of the 
service by means of terminal Trainmasters, or Agents. 

The Mechanical Department was under the jurisdiction 
of a Captain, as Superintendent of Motive Power and 
Shops, and reported to the General Manager. As Super- 
intendent of Motive Power, he was charged with mainten- 
ance of all equipment and power. It should be noted that 
while the Master Mechanics were under the jurisdiction of 
the Superintendent of their respective divisions, they re- 
ported to the Superintendent of Motive Power on matters 
pertaining to mechanical maintenance. As the Superin- 
tendent of Shops, through a Master Mechanic and Assist- 



ant Master Mechanic of Shops, all heavy repairs and as- 
sembling of equipment were provided for. 

The Supply Department, under the jurisdiction of a 
Regimental Supply Officer, reporting to the General Man- 
ager, had charge of both military and railway supplies. 
Clothing, subsistence, ordnance supplies, oil, coal and gaso- 
line, locomotives, cars and steel, for a time were secured 
by requisitions made direct to the department of light rail- 
ways, although later all requisitions were placed through 
the Chief Engineer. First Army. 

The motor transport service was in charge of a motor 
transport officer, reporting to the General Manager. Truck 
transportation, touring cars, motor side cars and courier 
service were under his supervision and a great variety of 
service was accomplished not only for our own organiza- 
tion, but for others at different times. 

As a whole, once the organization became co-ordinated 
and accustomed to the peculiar conditions prevailing in 
"combat railway construction and operation," it functioned 
its part in the general scheme of campaign in a manner 
that proved eminently satisfactory. 



Tlh© Eeiie©©riei Gffie© 



The Engineering Department was organized after the 
21st Engineers had established headquarters at Sorcy, to 
handle the technical work in connection with the construc- 
tion and maintenance of light railways in the advance zone 
including plans for a railhead, or supply base at Sorcy. 
The men for this organization included civil engineers and 
draftsmen and were called from Companies A and B to 
which with few exceptions the technical men had been as- 
signed. 

The general location for terminal facilities at Sorcy 
was selected. A topographical survey and the general desigr 
made and approved by the Chief Engineer. Tentative 
plans were then prepared for the arrangement of tracks 
and buildings. A contour map was drawn up and used in 
adapting to the ground the tentative plans and changing 
them to minimize the work necessary for their completion. 

The plans being completed, an office building was con- 
structed at Sorcy and the Engineering Department moved 
into their section of the building. The field and drafting 
equipment of the regiment was fairly complete and what 
was lacking was soon acquired. 

The survey for the narrow guagc line between Sorcy 
and Cornieville was completed, a preliminary line run, to- 
pography taken and plotted, and from this a paper location 
was made which stood up very well in the field. Maps 
were obtained from the French and all available sources 
and the work in the office progressed rapidly. 

Surveys were made and plans and profiles prepared of 
all the lines under the jurisdiction of the 21st Engineers. 
Blue prints of these plans were used in making reports to 
the Chief Engineer. 

All proposed construction was very carefully worked 
up in the office and many lines plotted were not constructed. 
In fact much of the office work does not show on the 



ground, and it was carried out to reduce to a minimum the 
cost of construction. 

Plans were drawn up for dispatchers' huts, warehouses 
and shops. All this work was standardized and made as 
portable as possible. Maps were prepared on the mimeo- 
graph showing all the light railway lines, stations and sid- 
ings. These maps were distributed to all the infantry and 
artillery organizations in order to perfect the liaison and 
prevent confusion in the loading and delivery of material 
and men to the various points of the lines. 

As the lines under the jurisdiction of the 21st Engi- 
neers increased in numbers it became necessary to revise 
and subdivide the maps. 

The office force was called upon to do many tasks. One 
of these required by Col. Slifer comprised an elaborate 
system of graphs from which he could keep minutely in- 
formed as to the condition of the lines; exactly how many 
engines were working or in the shop ; how many loaded 
ens were moved; how many empties returned and when, 
and in fact a summarization and comparison of conditions 
on all lines on all divisions. 

Accurate work reports were compiled showing the con- 
dition and amount of work completed and under construc- 
tion. 

Records were kept of all ballast unloaded at the various 
railheads. Most of this material was shipped in over the 
standard gauge roads and had to be checked and the ordre 
de transports sent to the Chief Engineer's Office for pay- 
ment. During the St. Mihiel drive progress on the various 
lines was at all times available. While this drive was going 
on, reconnaissance parties, each of two men, traversed all 
the German lines acquired, reporting on their condition, 
grades, and the feasibility of operation in connection with 
the system. A general map was prepared and lines open 
for operation were shown ; possible future connections were 



(43) 



indicated by dotted lines. Railheads and supply base 
changes were also a feature of the map. 

After the drive was finished and operation well organ- 
ized and co-ordinated, work assumed normal proportions. 
At the end of September, the regiment received notification 
that it was to move with the First Army and assume con- 
trol of the light railways in the Argonne Sector. All plans, 
reports, etc., of the Toul Sector were gradually turned 
over to the 12th Engineers, they having been designated 
to take over this work. 

On October 10th the office was moved to Vraincourt and 
the following morning tables were set up and work started 
on a plan, showing all the narrow gauge railways in the 
Argonne Sector. Maps were sorted and rearranged ; the 
office was systematized so that any information desired 
could be furnished without loss of time. To facilitate the 
use of the map file, an index was compiled of all towns, 
roads and forts in the sector and covering the territory oc- 
cupied by the Germans, likely to be taken by the First 
Army in the future. 

The important work of the first two weeks was the re- 
cording on maps all data recived from the reconnaissance 
parties which were following the infantry and reporting 
upon the conditions of the captured lines. These reports 
covered the curves, grades, weight of rails, and number of 
men necessary to rehabilitate the various lines. With this 
information on hand, the Colonel decided the lines to be 
used as trunk lines and the general scheme of operations. 
A progress report of the work in the field of the regiment 
and the other units attached to the 21st Engineers was 
made to Headquarters, First Army, every day at 6:30 
P. M., and included a statement of lines in condition for 



operation up to 6:00 P. M. each day, and every night am- 
munition and rations would be billed by the Q. M. C. and 
Ordnance Department to the end of the rehabilitated lines. 

Complete operation reports were made showing number 
of cars delivered to the divisions at the front. The office 
was open from 7 :00 A. M. to 10 :30 P. M. and during those 
busy times there were no holidays. Unlike at Sorcy, there 
was very little drafting or engineering work. The lines 
were moving forward too fast and rule of thumb methods 
prevailed. Just before the armistice all work slowed down 
and there was practically nothing to do. Christmas Hear- 
ing, cards of greeting were fabricated and dispatched to 
cheer those at home. 

Colonel Slifer was injured and left for the hospital just 
as the work came to a standstill. Soon the regiment moved 
to Conflans and assumed control of standard gauge lines 
from Conflans to Audun-le-Roman, Conflans to Longuyon, 
Longuyon to Audun-le-Roman and Baroncourt to Audun- 
le-Roman. 

The office organization was enlarged by several men 
from the Third Battalion, this unit having joined the regi- 
ment at Conflans. The standard guage work increased the 
amount of drafting and tracing and the office became very 
busy. Reports were transferred to an Accounting Depart- 
ment authorized by G. H. Q. and handled all reports of 
maintenance and operation. 

The French began to assume control of the various 
lines and work gradually diminished until the 21st Pedi- 
ment was finally released from duty and moved to the bar- 
racks at Labry. There the old office organization assumed 
the work on the History and all that are left are busily 
engaged, assisting in its compilation. 



karvey§ 9 R©eoeeaI§§ae©© emd Loeatioe 



By Liemtemfflimt C So HeiMiieg 



The "Specifications for the Construction of Light Rail- 
ways of 60 CM. Gauge," in use at the time of the arrival 
of the 21st Engineers in the advance zone and of their be- 
ginning light railway work, contained the following instruc- 
tions on "Location, Alignment and Grades": 

Location. 

The location of a line will be determined by its avail- 
ability for the distribution of munitions, road material, 
rations, engineer material, etc., and its possible means of 
access to objectives within the enemy's lines. 

The railhead on broad gauge having been selected, the 
survey for light railway will be carried forward with a 
view to securing: 

1st. The lightest gradients and curvature which 
the topography of the country affords, keeping in 
mind a minimum of work and rapidity of construction. 

2nd. Cover from the enemy's direct observations. 

3rd. A line as inconspicuous as possible. For this 
reason the width of clearing in wooded areas must be 
reduced to a minimum and grade line should be laid 
to give the shallowest cuts and fills consistent with 
proper drainage. 



4th. A line avoiding the use of streets and high- 
ways as a right of way, if a location can be made else- 
where. 

Alignment. 

Curves should be as light as can be fitted to the ground, 
to give a minimum of excavation and embarkment ; curves 
sharper than 50 meter radius (35% degree) should be 
.'voided if possible and sharp curves should not be located 
at foot of long steep grades. 

Curves in opposite direction should have a minimum of 
50 feet tangent between curve points. 

Grades. 

Maximum grade should, if possible, lie limited to a 4 
per cent ; in any case it should be as easy as the topography 
of the country permits, keeping in mind that there should 
be no deep cuts or high embankments, as these two condi- 
tions would prevent rapidity of construction. 

These general principles of location were adhered to 
in all the light railway work of the regiment except as 
experience proved variations from them desirable. This 
applies especially to the maximum grade allowed. It was 
found that a 4 per cent gradient was entirely too high for 



(44) 



operation with either steam locomotives or gas tractors and 
every effort was made to locate the main or trunk lines 
with maximum grades of 1.5% and secondary lines with 
2.5 or 3.0%. 

The ideal light railway system which our location would 
develop was thought to be a network consisting of : 1st, 




Narrow Gauge Wye at Neuf litany 

trunk lines from the railheads on broad gauge to points as 
close to the front line trenches as the cover from direct 
observation would permit; 2nd, cross lines connecting the 
railheads ; 3rd, a series of cross lines connecting the trunk 
lines at points about five miles back of the front line; 4th, 
a third series of cross lines connecting the trunk lines and 
running as close as possible to the field artillery positions; 
5th, the feeders or spurs running from any of the above 
elements of the system to the artillery positions, into the 
trenches, or to any point where the delivery of personnel, 
rations, munitions, or material was desired. 

That this ideal was never fully realized was due to the 
fact that the regiment was engaged in the development, im- 
provement and expansion of light railways taken over from 
the French rather than the creation of an entirely new 
system. 

In our first survey work the English system of measure- 
ments was used, but experience soon proved the superiority 
of the metric system and it was adopted. 

The first location work was on the line connecting the 
proposed railhead at Sorcy with the existing fit) c.m. system 
at Cornieville, a distance of eight kilometers. This work 
was done in accordance with standard American practice. 
using transit, level and topography parties on both pre- 
liminary and location surveys. Several preliminaries were 
run. topography plotted, paper location projected and 
final location run in the field and cross sectioned for con- 
struction. The maximum gradient on this line was 1.5%. 
In rounding a sharp rock point at Sorcy it was necessary to 
use on '20 degree (English) curve but all other curves were 
12 degrees or lighter. Later experience in the operation 
of this heavy traffic demonstrated that the care taken in 
its location was justified. 

While this work was under way other surveys were being 
made for lines of a different character; the Nauginsard- 
Hamonville and the Nauginsard-Broussey lines, or "M" 
and "K" line-., being secondary lines connecting existing 
trunk lines. These were emergency lines to facilitate oper- 
ation in case of the destruction of one of the existing lines 
by enemy fire or to relieve congestion of traffic by permit- 
ting the operation of loops with trains running in one di- 
rection only. 

On account of the lack of surveying instruments to 
equip the locating party as well as the fact that a con- 



siderable force was available for immediate construction, 
other methods were used in the location of these lines. Part 
of the work was done with a transit ; part by plotting topog- 
raphy and an army sketchboard, making paper projection 
and running lines in "by eye"; and part using a prismatic 
compass and hand level. The use of a compass, however. 
by a man carrying a steel helmet and a pistol, and 
working near the artillery, was not a decided success. 

The same methods of location were used on the location 
of battery spurs and gave very satisfactory results. De- 
cauville curve and switch tallies were available and were 
supplemented by other tables computed by members of 
the survey parties. 

It was while engaged on this work that we gained 
knowledge at first hand of Heinie's methodical ways. One 
or two men could work under direct observation out of rifle 
range, with perfect safety, but as soon as four men became 
"hunched," over came a "seventy-seven." This caused a 
change in our "tactics of surveying." Two steel tapes were 
tied together to increase the distance between chainmen. 
Whenever a hub or transit point was set, the chainmen 
moved ahead two or three stations before the transitman 
moved up and the level and topography parties usually 
did their work on the day following the completion of the 
transit work ; this kept a very small force under observation 
and those well scattered. The level rods and range poles 
were painted with olive drab paint to make them as incon- 
spicuous as possible. 

From this time until the beginning of the St. Mihiel 
offensive a great number of other surveys were made, the 
methods used being one of those described before. Experi- 
ence proved that when the time available for location was 
sufficient the results obtained by a careful preliminai'y sur- 
vey, as in standard gauge work, were justified, but, that 
where time was an element a very good location could be 
obtained by using a Locke level for levels, lining in by eye 
for alignment, with curves located by offsets or externals. 

Among the lines located were the Aulnois-Vignot, 
Sorcv-Pagnv, Jouy Cut Off, Leonval-LaFouine, Domger- 
main-Ecrouves, and a number of lines in the Baccarat 
Sector, Azerailles-Magnieres, Baccarat-Rambervillers, Bac- 
carat-Neuf Maisons, Merviller-Vacqueville, St. Clement- 
Gerbeviller and others. 




Tramway Exchange at Broussey 

During this time a great deal of reconnaissance work 
had been done for lines to be extended to a connection with 
the German lines during the St. Mihiel offensives. These 
lines were projected on the French 1 :10000 topographical 
maps, checked by field reconnaissance from the point of 
leaving the existing line to the front line trenches and a 
study of "No Man's Land" from the trenches and observa- 



(45) 




(46) 



c^ 


- 


1 




<< 


§- 


en 




1 1 1 




Cfcd 




m 


£~ 




>- 


< 






Qd 


C*L 


8- 


8 L- 1 - 1 


<^ 


£ 


g_ 


^— 

LJ 
5 


tO 


o 


^ 


LJ 




LO 




CfcJ 






• °~l 




•<Co. 




LJ 




z $- 


(j- 


-J 




7»" 




o 
















■>- 


: 


(O 


i- 



o "t 



(47) 



tion posts. The location started as soon as tlic infantry 
unit "over the top," consisted of stretching white trench 
tape on the center line; tangents lined in by eye and curves 
staked by offsets. 

After the St. Mihiel offensive there was very little work 
done on the location of new lines. From this time until 
after the signing of the armistice the work of the survey 
parties consisted in reconnaissance of captured lines, esti- 
mating work necessary to put them in shape for operation 
and inventorying captured material. 

The experience of the writer in light railway location 
leads him to the conclusion that the main trunk lines from 
the railroad to the artillery positions should be located 
with the same care and with the use of the same principles 
of location as in standard gauge railroad location; adding, 



of course, the principles peculiar to combat railways, i.e. 
freedom from direct observation by the enemy, possibility 
of future extensions to objectives within the enemy's lines, 

etc. 

That these main lines should be located with gradients 
not exceeding 1.5% and curves not sharper than 50 meter 
radius. 

That secondary lines, battery feeders, etc., can be lo- 
cated and well located by the much simpler methods de- 
scribed before. 

That the secondary lines should have gradients not 
exceeding 2.5%, although in very exceptional cases 3% or 
3.5% may be allowed. No curve sharper than 30 meter 
radius should be allowed and if at all practical, none 
sharper than 50 meter radius. 



Soirey Yard 



if Li elite efflmt Gressit 



One of the outstanding features of the work of this 
Regiment was the construction of the Sorcy Yard or Rail- 
head. It is noteworthy because of the character of the work 
as well as because of its importance as a part of the sys- 
tem of narrow gauge lines supplying the front in the Toul 
Sector. No other feature involved so great a variety of 
work and no other received more careful consideration in 
the adoption of a general plan and in the development of 
its details. 

Prior to the arrival of the Twenty-first in this sector, 
the site for the railhead had been selected — an area lying 
north of the main line of the C'hemin de Fer de l'Est, a 
short distance east of Sorcy Gare. A preliminary survey 
nt the site had been made and tentative plans were started. 
With the arrival of this regiment in the latter part of 
February, 1918, these preliminary studies were hurried, 
the plans were radically revised and finally brought into 
the form followed in a general way in the construction. 




Quartermaster Warehouse m Sorcy Gare 

In order to properly adapt the general scheme to the 
ground it became necessary to have a detailed topographic 
map of the whole area ; and accordingly a survey party was 
started on this work February 28th. The map was plotted 
to a scale of fifty feet to the inch and was made the basis 
for all the studies in the working out of the various details 
of the yard arrangement. A longitudinal profile through 



the yard showed rolling ground ; the cross-section normal 
to that showed a slope increasing from level near the stand- 
ard gauge railroad to about 7% at the upper side of the 
narrow gauge yai'd. 

The plan on the opposite page shows the yard as built — 
the plan was developed as the work went along, following 
in general the scheme originally adopted, but differing much 
in detail. The main feature in the plan is naturally the 
provision for transfer of Quartermaster stores from stand- 
ard to narrow gauge — the large warehouses and platforms 
with necessary complement of tracks. Of practically equal 
importance were the terminal facilities provided for hand- 
ling the narrow gauge equipment. 

The first work of construction was on the regimental 
storehouse, intended for handling all supplies for the regi- 
ment itself. Quantities of tools and other engineer prop- 
erty were brought to Sorcy with the regiment and at Sorcy 
Gare were unloaded and distributed at great disadvantage. 
The continued arrival of these tools and supplies was a 
considerable handicap at the start, and consequently 
especial effort was made to rush the completion of the 
storehouse and the standard gauge siding serving it. At 
the start, the pick, shovel and wheelbarrow were the only 
means available for the grading; all the work on the store- 
house and its siding was handled by these tools. On each 
side was a rubble masonry retaining wall, with earth filling 
between: the masonry was of limestone, quarried by the 
Twenty-first about one mile from the site, set in lime mortar. 
Much difficulty was experienced on first acquaintance with 
this French mortar because of its slow setting; better re- 
sults were obtained later, after some experiments had been 
made with various mixtures of portland cement. The build • 
ing was of frame construction with corrugated iron roof, 
of a type standard for A. E. F. warehouses. It was firsl 
planned to be 50x112', but during construction was in- 
creased to a length of lfi8' to meet the expanding needs of 
the regiment. Offices were built in one end, and on comple- 
tion this became the center of the supply department, for 
rations as well as equipment of all kinds. On May 9th 



(48) 



the building and accessories were completed, including the 
standard gauge siding, which was 1,700 feet long, of 50 
lb. rail spiked to wooden ties and ballasted with gravel. 

Work on other parts of the yard was started and 
carried on as forces and equipment were made available. 
The earthwork presented the greatest difficulties, because 
of adverse weather conditions during the months of March, 
April, and May, and also because of the lack of tools other 
than those mentioned above during the early part of the 




Narroiv Gauge Speeder 

job. After a time, teams were obtained and with plow, 
slip, and wheel-scrapers, better progress was maintained. 
No serious difficulties were met with in any of the excava- 
tion, only small quantities of loose rock being found in the 
deepest cuts, the surface soil being underlain with a fine, 
compact gravel. It was possible to use the plow for loosen- 
ing the material in all cases; scrapers were used for hauls 
of moderate length, longer hauls being handled by means 
of Becauville track (60 cm. gauge) and dump cars, with 
mules as the motive power to start with until gasoline 
tractors arrived. In the design of the yard every effort was 
made so to fit the yard arrangement and grades to the 
ground as to balance the cut and fill and to obviate long 
hauls in disposing of excavated material. How well this 
was accomplished may be indicated by the fact that only 
one borrow pit was opened, and that for a quantity of only 
about two hundred cubic yards to complete the filling for 
the standard gauge tracks at the east end of the yard ; 
further, no quantity of material was hauled more than four 
hundred feet, except that at the end of the job some excess 
excavation was used for raising a sag in the grade of the 
main track a short distance from the yard. 

The regimental storehouse being the base of supplies 
not only for the corps in the vicinity of Sorcv, but also 
for those stationed at other points toward the front and 
engaged in construction and operation, the program for 
construction contemplated the immediate completion of the 
60 cm. running track through the yard from the store- 
house to the main line leading out from the yard. This 
was accomplished, for this running track was ready when 
the storehouse and its standard gauge siding were com- 
pleted, and was put into sen-ice for running ration and 
supply trains. 

Next on the schedule were the blacksmith and machine 
shops, for they would be of material assistance in expedit- 
ing much of the work incident to construction — repairs of 
tools and equipment, the making of special parts, crossing 
frogs, switches, switch stands, etc. The blacksmith shop 
was 15'x30', frame, open on one side, immediately adjoin- 
ing the machine shop, which was of standard frame con- 
struction with corrugated iron roof, 42x50'. The roof 
trusses in the latter building were specially reinforced to 



enable them to carry the countershafting for the machinery 
installed. 

There was little difference in the importance of the re- 
maining elements of the plan; all were needed for satisfac- 
tory operation, and it was desirable to reach that goal at the 
earliest possible date. Work proceeded on the whole lay- 
out with this in view, aiming to bring all to completion 
about the same time, but irregularities in the arrival of 
materials or other varying factors affected the plan. Lum- 
ber, hardware, and standard gauge track material were 
the items giving great concern in the matter of delays. 

There was an abundance of narrow gauge track material 
on hand at the start, 25 lb. rail, wooden ties, and spikes, 
but only a few American switches. In their stead it was 
finally necessary to use 20 lb. switches of English make. 
The narrow gauge track was built according to standards 
issued by the Department of Light Railways and Roads, 
using wooden ties throughout the yard. The minimum 
radius for all curves (including switches) was 30 meters; 
it was found that when the track was well built on a good 
bed of ballast and properly maintained, curves of this 
radius give no trouble with the equipment in use. Gravel 
ballast was used for all track ; brought in on standard gauge 
cars and unloaded directly where needed for standard ^auge 
tracks or transferred and delivered by Decauville dump 
cars for the narrow gauge tracks. Various grades were 
used in the yard to fit the ground or to meet the various 
crossings and connections, but a grade of 1.50% was not 
exceeded in any of the tracks except the Wye, that being 
made 2.50% to reduce the grading for the tail track. 

It was aimed to give complete facilities for handling 
the yard work and for giving proper care to the motive 
power. The four yard tracks were used mostly for empties, 
loaded trains being moved directly from the loading tracks 
without further yard work. Reference to the plan will 
show the arrangement of engine facilities, with access to 
the enginehouse by connections leading directly in and out 
or by way of the inspection track, also with Wye and 
water plug conveniently located. The enginehouse was of 
the standard construction, 28x50' with three tracks, one 
of which led into the machine shop. These two buildings 
were placed, and the grading completed, so that extensions 
could be made to both, but it was not found necessary in 
the time they were in operation. One of the enginehouse 




Narrow Gauge Yards at Sony Gare 

tracks was built with a combined inspection pit and drop 
pit for removing driving wheels. A more detailed descrip- 
tion of these shops and mechanical equipment is given else- 
where in this book. 

For handling the oil supply there was provided the oil 
house 28'x.50', served by both standard and narrow gauge. 
The coal wharf was simply an open platform 30 x90' earth 



(49) 



fill and rubble retaining wall along the narrow gauge side. 
the standard gauge being elevated several feet above it. 
The standard gauge track was extended beyond the plat- 
form on a timber trestle provided with an apron or chute 
for direct transfer of coal to be forwarded to outlying 
points on the narrow gauge system. 

The facilities provided for Quartermaster supplies in- 
cluded first the timber platform 6' wide and 400' long for 
direct transfer from standard to narrow gauge cars. It 
was built between the two tracks and they were at such 
heights that car floors on each track would be at the level 
of the platform. Next there were the main platforms, 
earth fill supported by rubble masonry retaining walls, -10 
wide by 600' and 700' long. The warehouses on these plat- 
forms were of the standard frame construction with rolling 
doors and were respectively 25x400' and 25x500'. The 
bulk of the supplies handled over these platforms was of 
clothing, rations, forage; some engineer supplies were de- 
livered through this railhead but mainly from stock-piles 
located in the open areas along the tracks. 

The various retaining walls totaled a length of 3,500 
feet, about half being four feet high and the remainder 
from six to seven feet high. 

The water supply for the yard and for the adjacent 
camp was drawn from a well that was sunk just below the 
yard near the main line of the Est Railroad. This well 
was 12 feet in diameter and 42 feet deep, lined with rubble 
masonrv. It gave a plentiful supply of potable water, 
serving not only the terminal, but also, by means of tank 
cars, troops and water stations at points near the front 
where good water could not be obtained. Details of the 



installation of pump and distributing system are given in 
another article. 

Mention should also lie made of the fact that surfaced 
roads were built as shown on the plan, with the idea of 
making the warehouses accessible to motor trucks and using 
them as supplementary to the narrow-gauge for delivery 
of supplies. A pole line was erected to bring in current, 
and all the buildings were wired for electric light. An item 
of incidental work was the taking care of several sewers en- 
countered in grading for tracks at the west end of the yard; 
it involved the reconstruction of two manholes and lower- 
ing several hundred feet of concrete sewer. 

It might be noted that throughout the period of con- 
struction and subsequent operation the Germans made fre- 
quent visits witli observation planes and both day and 
nights visits with bombers, but at no time did they succeed 
in landing a bomb close enough to damage the railhead. 

With the exception of Warehouse Xo. 2 (completed in 
August), the entire yard was ready for operation by the 
middle of June. From that time on there was a constant 
and heavy flow of business through this railhead, more es- 
pecially in the weeks just prior to the St. Mihiel offensive. 
It served well in this preparation, but its value was greatly 
diminished when the rapid success of the "drive" left it 
so far in the rear, further than could be continuously and 
effectively operated by the "soixante." Other and more 
advanced railheads were put into service and supplanted 
Sorcv in the place of importance. 

The Twentv-first later looked back upon Sorcy with 
regret, for it found no other terminal so complete or so 
well arranged. 




(50) 






*-\ 



€\ ^4 



c ? 



3tou 



-s& 







isgg 



Light Railway Maleteeaee© 



Lieutenant HL W. Dun, Jr. 



The first light railway track maintenance work done by 
the 21st Engineers was on the French lines in the sector 
northwest of Toul. Forces were placed on the track late 
in March, 1918. with instructions to put it in the best 
possible condition. The track was in fair condition for 
the equipment operated by the French. About four inches 
of cinder ballast was under the ties. The fills were less 
than six feet in width and the cuts were narrow. In many 
places it was not possible to give the tracks a raise until the 
road bed had been widened. A considerable portion of the 
track was laid on the highway grade so near the edge that 
the shoulder was very narrow. Along the highway the 
track was so low that the mud from the roadway drained 
off on the ballast and then over the tracks to the ditch. 
This resulted in a very slippery rail. The highways had 
good deep ditches so the sub-grade drainage was excellent. 
Practically all of the tracks needed a lift of two inches to 
put it in good surface. Along the highway it was necessary 
to give the track a six inch lift to keep it clear of the 
highway mud. 

The track was French Decauville section, 60 centimeter 
gauge, with rail weighing 16 lbs. per yard riveted to steel 
ties. There were 8 ties to each section, standard sections 
were 5 meters long. There were a few sections 11 4 meters 
and 2 to meters in length furnished. Curved sections of 
20, 30, 50 and 100 meters radius, 5 meters, £io meters 
and l 1 /^ meters in length were used. Switches were made 
up with turn and curves of 20 meters and 30 meters radius. 
The 30 meter curve switch was made in four sections which 
assembled had a length of 8.T5 meters on the tangent. 
The 20 meter radius curve switch was made in three sections 
which assembled had a length of 7.50 meters on the tangent. 
Tims when it was necessary to put in a 30 meter radius 
switch or a 20 meter radius switch all that was necessary 
was to take up two five-meter sections, lay the switch and a 
114 meter or 2 1 - meter section as the case might be. The 
French track and switches were well made and had suf- 
ficient tie bearing surface to carry French equipment satis- 
factorily without more than -1 of ballast on almost any soil. 

The French steam locomotives weighed 12 tons, had a 
low center of gravity and a rigid wheel base of but 90 cm. 
The American steam locomotives weighed 17% tons, had a 



higher center of gravity than the French and a rigid wheel 
hi -c of 175 centimeters. 

Although it was not possible to distribute any ballast 
until late in May. by May first, when the first American 
locomotives and cars were put into service, the line and 
surface was in fair condition. 

When the first American locomotive made its appear- 
ance, the size, height, and width astounded the track men. 
They realized that their work was cut out for them to pre- 
vent, derailments. 

To get sufficient clearance for these locomotives (their 
width over all was seven feet) it was necessary to change 
the alignment in some cases and cut down trees in others. 

The first trip from Menil la Tour to Cornieville was 
without mishap until the latter place was reached where the 
engine derailed on a 20 meter radius curve. Subsequent 
experience proved that these locomotives would not run 
on a curve of less than 30 meters radius. Practically al- 
ways when these locomotives derailed on curves the rear 
driver on the inside of the curve was the first to mount 
the rail. 

This tendency was of course increased by any eleva- 
tion on the curve. Accordingly the elevation on all curves 
was reduced to l". This was always sufficient for the speeds 
allowed. As more lines were turned over to the 21st Engi- 
neers by the French it became necessary to strengthen the 
tracks, put in ballast and reduce the elevation on curves. 

In June the American built line from Sorcv to Cornie- 
ville was put in operation. Most of the line was laid with 
American rail weighing 25 pounds to the yard, with wood 
ties according to standards of the Department of Light 
Railways. There was six inches of ballast under the ties. 
About two kilometers of this line was ballasted with cin- 
ders. After this line had been in operation two months, 
speeds as high as twenty miles per hour could he made 
with safety and the maintenance required was wvy light. 

For the purpose of track maintenance the line was 
divided into sections about six kilometers in length on the 
heavy traffic lines and about eight kilometers in length on 
the light traffic lines. A light traffic line was one on which 
only gasoline locomotives operated. A squad under a 
corporal or a private was the section gang. Sergeants 



(51) 



would generally have two or more section gangs under 
them. A lieutenant would generally be in charge of ali 
the maintenance work clone by a company. 

The tools and equipment of a section gang were: 
1 square point shovel pel' man. 2 cold cuts. 

1 tamping pick per man. 2 8 lb. mauls. 

2 track wrenches. 2 red flans. 

2 monkey wrenches. 1 white lantern. 

1 hand car. 1 hand axe. 

(i hack saw blades. 1 long handled axe. 

1 water pail. 

All cutting of rail was done with a hack saw, as the 
light steel was extremely tough and almost impossible to 
break cleanly. 




i omieville Yards 

On all lines a man was designated as track walker on 
each section. His duty was to inspect the section daily, 
noting the condition of switches, line and surface, and to 
tighten bolts. On the light French steel these bolts were 
constantly working loose. 

Whenever possible each squad lived within the area of 
its own section. This was not always advisable unless 
there was some established mess to which the squad could 
be attached for rations. In at least one case, however, 
a group of ten men cooked their own meals and kept one 
man of the gang four bonis per day from track work. 

Section gangs went to and from their work on hand 
cars. These cars are well built. The only trouble with 
them was that they were geared too high for the grades 
found on light railway work. Officers and non-commis- 
sioned officers in charge of maintenance got over the line 
on gasoline track speeders and cars. 

On August 20th the immediate light railway prepara- 
tions for the St. Mihiel offensive were begun. The two 
construction companies had previous to this time supplied 
most of the personnel for maintenance work. The remainder 
had been supplied by the operating companies. Now the 
construction forces, A and B Companies with their many 
experienced track men. were entirely relieved from main- 
tenance work to attend to more pressing tasks and track 
maintenance was put entirely up to the operating com- 
panies. Fortunately at this time each of three operating 
companies were reinforced by a company of the 12th 
Engineers. With these men it was found possible in spite 
of the heavy traffic necessitating many crews to put one 
man on maintenance to two kilometers of tracks. 

The heavy traffic lines had been well ballasted by this 
time and in many many places •!" x 6" x i' (5" wood ties 
had been placed under the Decauville rail on curves and 
places where it had been difficult to maintain good surface. 
Where the track was laid on the edge of the road small 
open drains built of two wood ties, placed on edge and 
braced apart with struts had been placed at intervals of 



fifty feet. These took care of the surface drainage from 
the road. 

From a maintenance and operating standpoint location 
of light railways alongside of a highway was objectionable. 
First because heavy motor trucks running at high speed 
would frequently push the tracks badly out of line, pound 
it out of surface and cut away the ballast on the road side. 
Second, the passing road traffic would splash mud over 
the tracks, clogging up the ballast and making the rails 
slippery. Third, on account of the heavy road traffic 
collisions between passing trucks and trains were frequent. 
Fourth, highways are much more frequent targets for 
enemy fire than light railways are, so danger of traffic 
interruption on account of shelling is increased by roadside 
location. 

The repair of damage done by enemy artillery was the 
least of the track men's troubles. A single shell would 
rarely do damage that could not be repaired within half an 
hour after the track men had arrived on the scene. The 
most notable cases of this sort were seven hits on the 
Hamonville line during the battle of Xivray on June 16th 
and six hits near Bernecourt one day in April. The line 
was repaired in each case in less than six hours. 

The maintenance forces had the duty of clearing up 
all wrecks and rcrailing equipment where the job could 
not be handled by the train crew with their rcrailing frogs. 
For this purpose a wrecking car well supplied with blocking 
ties, rail, jacks, axes, bars, tackle and one right hand and 
one left hand switch was held in readiness at the division 
maintenance headquarters. The heaviest job was the right- 
ing of engines that bad tipped over. The general method 
was to first place a platform of ties for the engine to rest 
on after being righted. Later large pieces of boiler plate 
wire used instead of these ties to form the platform. While 
the platform was prepared a "dead man" would be placed 
at right angles to the locomotive. Then by two track 




Rock t rusher at Sorcy Gore 

jacks lifting against the side of the steam dome the loco- 
motive would be raised to a 45 degree angle. The com- 
pletion of the right would be effected by a block and tackle 
connected to the steam dome and the "dead man" the pull 
being furnished by the locomotive of the wreck train. 

After the St. Mihiel drive the track men had their 



(52; 



chance to sec how the Germans handled their track work. 
In the area occupied the enemy had three types of track: 

1. Track laid with wood ties, rail weighing forty to 
eighty pounds per yard, built from material salvaged 
from standard and meter gauge railways. This track was 
ballasted with stone and required no maintenance work. 

2. Sectional track five meters long, rail weighing eigh- 
teen pounds per yard, ten ties to each five meter section. 
The steel ties on this track were longer, wider and deeper 
than the ties used on the French or American sectional 
tracks. This track was well ballasted with stone and 
required little maintenance. On the above mentioned types 
of track the road bed standards were the same as those 
of the American Department of Light Railways. The 
German sectional track was better than the French or 
American sectional track on account of longer ties and 
closer tie spacing. These lines were better ballasted on 
the average than ours were. No difficulty was experienced 
in operating American equipment over these tracks. 

3. Lines built with sectional tracks weighing but 
twelve pounds per yard and little ballast. This track was 
only good for operation with tractors and had to be relaid 
with heavier steel and ballasted before steam locomotives 
could be operated on it. 

When the 21st Enginers arrived in the Argonne-Meuse 
sector, October 10th, the situation was found to be as 
follows: Track from railheads to old front line was 16 
pounds. Decauville steel poorly ballasted in many places, 
fills and cuts narrow, curves with elevation excessive for 
operation with American equipment. On the French por- 
tion of the lines, grades were very heavy and curves 
numerous. 

Track from end of French lines to German lines, built 
bv Americans over "no man's land" wide road bed, but 



green, well located, laid with American 25-pound sectional 
track and not more than 2 inches of ballast under ties on 
the average. German tracks, mostly German 18-pound 
standard sectional track, some track on rotten wood ties 
with 30-pound rail, square joints, all the curvature on 
curves being at the joints — all this track was poorly bal- 
lasted and the road bed was norrow. There was some Ger- 
man track with 75-pound rail and sound ties which gave 
good service after damage done by enemy demolition de- 
tachment had been repaired. 

No men of the operating companies being available for 
maintenance, work companies of the 59th Pioneer Infantry, 
the 11th Engineers, the Kith Engineers and the 604th 
Engineers were assigned to this work. The construction 
companies were never given opportunity to put newly occu- 
pied German track in shape before being moved on to other 
work. The maintenance forces really carried on the con- 
struction after it was possible to start operation on the 
road. In this sector about fifteen men per kilometer of 
track were required for maintenance. The old French 
lines were improved as much as possible without putting in 
ballast. The American and German built lines were in 
some places given the required amount of ballast. A com- 
plete job could not be done on account of the heavy traffic 
from October 10th until November 11th, making it impos- 
sible to move sufficient ballast. All sorts of makeshifts were 
resorted to. Mine timbers were used as ties and spaced 
close together where ballast was shy. Ballast of very poor 
quality, consisting of disintegrated limestone mixed with 
clay was dug from pits near the line and broken by hand 
and carried to the tracks. This track was never good. 
Derailments were frequent, but. nevertheless, heavy traffic 
was moved over the lines due to the devotion of the operat- 
ing and maintenance forces concerned. 



Work of th© 28th Eegieeers ie Coeeeetloe With 
That of th© 2 1st Eoiiinieeirs 



A. Leisher 



Ballast is always a problem on every railroad, even 
under normal conditions and in war times in the zone of 
advance it is greatly accentuated. 

The 21st Engineers (L. R.) was organized as a main- 
tenance and operation railroad organization, but no special 
arrangements were made for a quarrying organization. 
For this reason it was necessary to get ballast from outside 
sources. A detachment of the 28th Engineers (quarry) 
was attached to the 21st Engineers (L. R.) for duty at 
Sorcy Gare, Meuse. 

The 28th Engineers (quarry) was mobilized at Camp 
Meade, Md., and the organization began November 23, 
1917, and by the latter part of January, 1918, Companies 
A, B and the First Battalion Headquarters were com- 
pleted. 

On January 25th this organization was ordered to 
prepare for overseas service. They embarked at Hoboken, 
N. J., on the transport Finland February 7, 1918, and 
steamed out of the harbor on February 10, 1918, arriving 
at the Port of St. Nazaire on February 25th. Here they 
were attached to the 17th Engineers for duty until quarry 
sites could be secured. 



As rapidly as suitable quarry sites could be secured, 
detachments were dispatched to operate them. On March 
7th the first detachment of forty left to operate a quarry 
at Boucq. Other detachments were sent out as follows: 
March 12th, detachment of seventy-five to operate Villa- 
neuve quarry, near St. Nazaire; a detachment of thirty- 
five to operate a quarry at Sorcy Gare, Mens; a detach- 
ment of fifty to operate a quarry at Mandres; a detach- 
ment of twenty to Neuf chateau for construction work : 
March 15th. a detachment of 100 to operate quarries near 
Is-sur-Tille and Langres ; a detachment of thirty-five to 
Sorcy Gare to strengthen the detachment previouslv sent 
there; March 17th, a detachment of ninety to operate a 
quarry at Bazilles, a detachment of forty-five men to 
operate a quarry at Gondrecourt : March 29th, the Bat- 
talion Headquarters and the remaining men left St. Na- 
zaire to establish headquarters at Sorcy Gare. 

On arrival of the first detachment of the 28th Engineers 
at Sorcy Gare work was at once begun erecting barracks 
and opening up a quarry. 

The rock in this quarry was a soft limestone and un- 
easily quarried and crushed as it was all stratified rock. 



(53) 



full of fissures and scams. It was very good when used for 
"Telford base" roads, but as a surfacing rock it was too 
soft to stand up under the heavy truck traffic. As ballast 
for narrow gauge railways it was far superior to the loose 
rock taken from fields, which the light railway engineers 
had to use when they first started the construction of the 
line from Sorcy to Cornieville. 




Repairing Narrow Gauge Track Cut By Shell Fire 

The work of the quarry had not progressed very far 
when all the men were put to work making a cut for the 
main line of the narrow gauge from Sorcy to Cornieville. 
This cut was adjacent to the quarry and was the same 
kind of rock. A small portable crusher was set up tempo- 
rarily and the rock from the cut was crushed and used for 
ballast. By building a bin close to the track it was 
possible to run the 60 c. m. cars under the chutes. 

Early in May the first shipments of crushed rock for 
highway construction were made. Rock was graded in 
three sizes: Rock for Telford base, crushed rock for bal- 
last on railways and fine stone for surfacing on roads. 

After the rock cut was finished the quarry was operated 
continuously and a more or less permanent plant erected 
and worked to its maximum by a double shift in order to 
supply, as far as possible, the large demand for rock. 
Most of the crushed rock was loaded on narrow gauge 
cars from the chutes at the bin, although a large part of 
the heavy stone was loaded on standard gauge cars and on 
motor trucks. 

Early in July another quarry was opened about one 
kilometer north of Sorcy Gare. This plant was operated 
on the same basis as the one described before, except that 
I be shipments were made entirely by narrow gauge, and 
the greater part of the output was crushed rock. 

These quarries were closed November 26th upon receipt 
of orders to salvage the machinery. In the latter part of 
December, pursuant to orders, the quarry was again opened 
and under operation January 18, 1919, and has continued 
to the present, March 1, 1919. 

The quarry at Boucq was operated continually from the 
middle of March until the 9th of July. No machinery 
was operated at this site and the drilling was all done by 
hand. Xo attempt was made to produce surfacing ma- 
terial. A certain amount of small rock was produced in 
breaking large pieces of rock into usable sizes for Telford 
base and this was used for surfacing. 

The detachment at Boucq also operated a grave 
the material from which was used as a hinder for 
crushed rock places as a wearing surface on road-., 
shipments were made by motor truck. 

When the quarry at Boucq was closed down the detach- 



pit 
the 
All 



ment with the tools, barracks and lumber for bins was 
moved by auto truck to a site near Bains les Bains. 

The rock here was granite and trap and only crushed 
rock was produced. It was the only hard rock quarried 
in this sector. All shipments were made by canal boats to 
Vertusey and Toul, where the rock was transferred to trucks 
and narrow gauge cars and distributed. The work of 
unloading the canal barges was done by either the 23rd 
Road Engineers or the 21st Engineers (L. R.) who were 
always closely allied in the sector. 

The quarry at Mandres was operated only a short 
time when the shelling became so bad that this detach- 
ment was moved back to Trondes and a quarry opened 
there. At this site all the machinery had been installed by 
the French, and it was rented from them. This quarry 
wa.s operated from about April 1st to December 4th. 
All drilling was done by hand. Shipments were made by 
narrow gauge and by trucks. 

Royaumeix quarry, located near Menil-la-Tour, was 
operated for some time by the 2:3rd Engineers, but was 
later taken over by the 28th Engineers and operated by 
labor battalions, with one officer from the 28th in charge. 
Two portable Western Wheel Scraper Co. crushers with 
elevators and screens were set up and an Ingersoll Rami 
portable compressor and piston drills used for drilling. 
Both blockage for Telford base and crushed rock were 
protluced and shipped by narrow gauge and trucks. This 
quarry was operated by the 28th Engineers from May 
until June 17th, when work was suspended. It was reopened 
on August 26th and work finally suspended on Sep- 
tember 16th. 

One of the lessons learned during the St. Mihiel offensive 




Rock Crusher and Storage Bins at Mouton 

was that with the small amount of machinery and the 
shortage of transportation existing during the drive, it 
was not possible to keep both light railways and roads 
supplied with ballast, and other arrangements bad to be 
made to provide the necessary amount of ballast for the 
railways. 



(54) 



(J) 5TENAY 




Lh+tst Revision 
Nov. 13, ram. 



6CF RAILWAYS 

ARGON NE 5ECT0R 

21 s REGIMENT ENGINEERS, LIGHT RAILWAY 

U. 5. ARMY 



Scale 

1 3 *H? 



LEGEND 

— 60«b Railway Operated byZI«E"nip 
"■"• 60 CJr Railwaus Operated bu Trench 

QQ^ Roilwaus not in Service 

-Standard Gauqe ftoilwaus 

® Railheads 

• Sidinqs and Towns 



(55) 



History of the Beildieg Depsirtoieet 



By Master Engineer Wilkinson 



Often when looking back and thinking of the vague 
ideas we had about what the duties of a light railway regi- 
ment should be, how different everything was to what was 
expected. It seems a pity that so much experience should 
be lost to the army and that it will greatly remain for 
other men in future wars to gain their own experiences, 
for many of the men who helped in countless ways to 
make the army a success are only too anxious to get back 
to their own affairs where they can construct instead of 
destroy, make more money and do their work in their own 
way. It was evident that very little attention had been 
paid to anything like a regular building force that should 
erect warehouses, buildings, make furniture, repair cars 
and do everything that might even remotely approach 
building construction. Of course, the building of bridges 
and trestle work was expected, but that was only a portion 
of the work that the department was called upon to do. 

The first work was at Chalet. It was decided to build 
two hundred four-man bunks. Lumber was obtained from 
the French. It came in all sizes and was about one and 
one-eighth inches thick, very poor and very wet. A detail 
of fourteen men was sent from Company E, which con- 
tained one carpenter. Working from a standard army 
plan, slightly improved upon in making them portable, 
yet rigidly adhered to in all other respects, and with the 
exceedingly wet and heavy lumber, was produced what lias 
been commonly known in the regiment as the "Wilkinson 
bombproof bunk." That was the last of the regular army 
plans. After that the department made their own. In 
fabricating them factory style was adopted. Using an 
Adrian barrack as a work shop, benches were erected around 
the sides and each man was taught to make one piece of 
work. By means of this method twenty bunks were turned 
out daily. 

The next move was to Sorcy, where barracks were 
erected. The first thing needed was a regimental building. 
There was some one-inch lumber on hand, but it was all 
sizes. A conference was held and the suggestion made that 
if some wood working machinery could be obtained the 
department could build almost anything. The following 
day a French machine for cutting cordwood was procured. 
This was taken to pieces and rebuilt with a table, then 
work on headquarters building was started. This struc- 
ture was ninety feet long, twenty-four feet wide, and was 
built in a hollow for protection from bombs. Owing to 
the scarcity of wood, it was necessary to substitute corru- 
gated paper for the inside partitions. A detail of eight 
men wa>~ sent from Company B and the work was completed 
in five days. It was a boxed frame building built western 
style, bungalow finish, papered on the outside with roofing 
paper, batted and painted and made one of the most 
attractive headquarters on the front. 

The department then received orders to build a regi- 
mental warehouse and other buildings in the new Sorcy 



yards. The first building was 168 by 50 feet and was 
wanted in a hurry. There was to be about a five-foot 
fill on one side and about a one-foot six-inch fill on the 
other, and no lumber or material on hand. It was decided 
that a stone wall would be the best and cheapest way of 
holding the fill, and the building should be erected with a 
pole construction making up the rafters and plates from 
one-inch lumber, as this was the only type of lumber 
obtainable. Everything possible was cut on the machine, 
and the building, which had twelve double sliding doors, 
windows and office, was finished in seven days. 

The material had not arrived for any of the buildings, 




Unloading Wounded from the Narrow Gauge 

but construction continued, the men using small amounts 
of material salvaged from one place and another. 

Mobile Hospital No. 39, at Vertuzey, having moved into 
incomplete French hospital barracks, asked for help. Ten 
men were sent from Company B and a sterilizing room was 
built, also several additions and considerable hospital fur- 
niture, all of which had to be hand-dressed on account of 
sanitation. At the same time the department erected a 
400-foot warehouse, a machine shop, engine shop, coal 
trestle and numerous other buildings. 

Another machine was built and requests for assistance 
on building work came from all parts of the sector. Work 
in the Sorcy yard was nearing completion, but, as in most 
regiments, there was a shortage of carpenters, chiefly on 
account of the high wages of the shipyards and canton- 
ments. The only way to increase the output was to increase 
the machinery and efficiency. Forty men built the 400-foot 
warehouse and 500 feet of platform in five days. Two 
machines were placed at one end of the warehouse and a 
track was run down the center of the building. It was 
necessary to rip 5x8 lumber in half to get framing 
lumber and every piece was ripped and cut to fit on tin 
saw. This was distributed on push cars and a detail from 
Company A nailed the frame together. So hard were the 
saws run that men became exhausted and had to be relieved. 
On account of the good time made in constructing the 
warehouse they were given a half holiday. 

Owing to the vast amount of shop work coming in. 



(56) 



it was decided to try and build a planing machine. The 
plans were drawn, the machine shop assisted in the con- 
struction and the machine was a distinct success. The 
frame was of wood and had twelve-inch cutters. The shop 
then began turning out folding chairs, office furniture, 
partitions, broken parts for speeders and cars, sign posts. 




American Light Railway Bridge Over Canal at Sorcy 

knocked-down telegraphers' huts, bath houses, bunks, 
latrines. Five hundred flat cars were fitted up for hospital 
stretchers, boxcars were built, also hospital furniture, 
doors, windows, ramps for unloading unitary tanks and 
thousands of feet of lumber were ripped and planed for 
other regiments. The department's operations extended 
from Neufchateau to Belleville, and in order to look after 
all the work it was necessary for a man to ride between 
forty and fifty miles daily in a side car, taking sizes and 
figuring on work. 

Every effort was made to make all work portable. The 
engineering office was constantly at work bringing out 
standard plans for articles required, while at the same time 
all the men working assisted in improving ideas and methods. 
Practically everything was standardized. The building 
end was handled directly by Lieut. -Col. H. J. Slifer and all 



orders received his signature. As far as can he ascertained, 
the 21st Engineers were the only ones on the American 
front who had a portable planing mill. 

As soon as the buildings in the ysa\\ were completed 
the lumber arrived to build them. However, there was 
plenty of use for it. As the time for the St. Mihie] drive 
approached the shop became overloaded with work. A 
bridge was built over the canal for the Pagny line and on 
the last day, 800 feet of hospital platform was erected in 
anticipation of the wounded. Ramps for military tanks 
and material for stockades were made up and the stockade 
and buildings at Lignv and Pagny were erected, also a 
500 x 50-foot warehouse at Belleville. 

The drive yielded salvaged machinery and the depart- 
ment received a 12-inch jointer, a 12-inch pony planer and 
boring machine. Shafting was built on a wooden girder 
which set on the ground and to this was attached two 
planing machines and one buzz saw, driven by two three 
horsepower Harvester gasoline motors. There also was a 
portable saw rig. This machinery was so arranged that it 
could be taken to pieces, loaded on cars and assembled 
in an hour. A portable shop was built and, thanks to the 
supply department and quick exit of the Germans, the 
shop was well equipped with tools. 

When the regiment moved to the Argonne the shop was 
set up at Dombasle, where the work continued, supplying 
the railroad army with necessities that were lacking. 

In Conflans over sixteen crates of glass were used in 
making the buildings habitable. Here the building depart- 
ment moved into an old French shop and had a most com- 
plete factory. As soon as the town had been repaired so 
that the houses were habitable, work was started at the 
French Caserne at Labry, repairing the barracks where 
the 21st mobilized after giving up the standard gauge 
railroad to the French. 



H©adcpiairteir§ Orgainiiizailiomu Opeiraitieg Department 



Private Wnlliam Beam,, Jr, 



The headquarters office, operating department, was 
formed for the purpose of handling all matters pertaining 
to the operation of the light railways controlled by the 21st 
Engineers. The personnel of the office consisted of a gen- 
eral superintendent, assistant to the general superintendent, 
superintendent transportation, transportation inspector, 
a chief clerk and a clerical force. 

The general superintendent was in charge of all light 
railway operation and worked in conjunction with the 
various army divisions, corps headquarters and army 
headquarters. He also kept in touch with the ammunition 
dumps, ration dumps, engineering dumps and rock 
quarries. This was for the purpose of giving all parties 
the necessary car service required. All orders for cars 
were sent to his office and he forwarded instructions for 
the taking care of the persons interested, and in case where 
all the orders could not be handled at once, issued orders 
to handle the most important. 

Also under his jurisdiction came the handling of troops 



who were being either relieved or entering the trenches 
and returning the wounded. It is a well known fact that 
this regiment acquired quite a little distinction in handling 
the relief of divisions on two separate occasions. This 
was a rather important test for the Light Railway system, 
but on both occasions, practically the entire foot troops 
of the divisions concerned were transported to the trenches 
by the Light Railway system without an accident, saving 
them a long and tiresome hike of probably fifteen to twen- 
ty-five kilometers and brought them to the trenches in 
fresh condition. When the various divisions would send 
reliefs to the trenches the troops would be hauled there 
by the Light Railways, and the regiment being relieved 
would be transported back to their base. 

The Superintendent of Transportation handled all car 
orders and transmitted them to the Division Superintend- 
ents w 7 hom they affected. It was his business to keep in 
touch with all ammunition, ration and engineering dumps, 
as well as the railheads and rock quarries in regard to the 



(57) 



number of cars they required for the day's business. He 
also received a daily report covering the situation on the 
entire system pertaining to the number of trains run, loads 
moved to and from the front, empties moved, total number 
of cars loaded, total number of loads awaiting movement 
and loads received from other lines than our own. From 
this report he could obtain an approximate idea of the 



i^^^^^H^i 


■ 
HBSPV 




feu- -■: J •^%|MAE^ *" 



Sorcy Oilhousc 

business done each day, and what to base future wo/k upon. 
He would also i - eceive a report of the motive power relative 
to the number of engines ready for service, and what were 
not serviceable. He also handled the distribution of rolling 
stock and kept it equalized among the various railway 
divisions as far as conditions would permit. 

The assistant general superintendent was in charge of 
all the administration work and kept a record of the entire 
personnel of the Second Battalion in regard to positions 
held in civil life, years of experience on their particular 
line of work and what they were best qualified for. He 
would see that the men carried out their work efficiently 
and that all orders were properly carried out. To him 
also fell the position of liaison officer. This duty brought 



him in close touch with the French so that the very best 
possible service was obtained for all concerned. 

The transportation inspector visited personally all 
important loading points, such as railheads and various 
dumps, to see that the proper car service was given and 
to see that the working conditions at the various stations 
were such that everything possible was being done to 
expedite the loading and movement of all cars. 

The chief clerk was in charge of all the clerical force 
in one office and supervised all work which was done by 
them. To him the clerical force would turn in all reports 
pertaining to light railway operation. These reports 
required the amount of mileage operated by the light rail- 
ways, number of trains run, engine miles (revenue, work, 
wrecking, light and helper), total net ton miles, the average 
net tons handled, the classification of tonnage, a record 
( loaded and empty), car miles per train mile, the total 
net tons hauled one mile, the number of cars handled, 
of fuel (such as coal and gasoline) consumed, the amount 
of engine, valve, lubricating and transmission oil used and 
the amount of waste and car oil used. There was also a 
report covering the assignment of the personnel in regards 
fo the work they were doing, and a report on engines and 
tractors in service, and number of cars on the system. These 
reports the chief clerk would verify and pass to the general 
superintendent for approval, who in turn would forward 
them to the director of light railways. 

The telephone system of the 21st Engineers was also 
under the supervision of the operating department, and 
the system was well designed, and any town or station 
on the light railway system could be reached without delay. 
It was the rule of the phone system to code as much as 
possible, and that was the cause of a good code system 
being installed in the department, so that if the enemy 
did make connection with our lines, he was at a loss to 
know what the various parties were speaking about. 



Traie Di§pat©lhieg on th© Light Railways — 2 1st Engineers 



By Sergeant Warner 



The work of the First and Second Battalion of the 
21st Engineers (L. R.) from an operating and train 
dispatching viewpoint, began when the 60 cm. French 
lines from Menil-la-Tour north to Bernecourt and west 
to Broussey, with the branch from Neuf Etang to Naugin- 
sard. Previous to this, the train and enginemen, as well 
as operators and train dispatchers, had been riding the 
French trains on the "soixante" lines out of Menil-la-Tour 
getting familiar with the territory. The French turned 
over to us a number of their steam and gasoline locomotives, 
as the U. S. A. equipment of this kind had not yet arrived 
from the base port. These lines of light railway had 
been operated by the French as a part of their artillery 
work and the French railroaders were outfitted as French 
artillery. They served their batteries with ammunition 
and supplies and moved heavy guns about as needed. This 



work now fell to the 21st Engineers and rapidly increased 
in volume as the American troops became more numerous 
on this front, which was usually referred to as "the sector 
northwest of Toul." In addition to ammunition, all kinds 
of supplies were handled, such as barbed wire, stakes, 
camouflage, roadway materials and cinder ballast to get the 
light railway into better condition for the heavy work 
ahead. The entire line being operated as single track, 
it was necessary to place an operator day and night at each 
siding, all of which were connected with central dispatching 
office by telphone. The dispatcher's office was at first 
Ideated at Leonval, where a day and night chief dispatcher, 
with three trick dispatchers, were on duty during the entire 
twenty-four hours directing the movement of trains and 
distribution of cars. Cars were very limited in number 
and had, therefore, to do double duty, often making two or 



(58) 



more trips a day. About June 1st the new line from 
Cornieville to Sorcy was completed and placed in operation 
and the increasing business made it necessary to divide 
the territory into two dispatching districts, each taken 
care of by three trick dispatchers, working eight-hour 
tricks, one day chief and one night chief directing both 
sets. The office was moved to Neuf Etang to obtain a 
more central location. By this time the 23rd Engineers 
had their work of highway construction and repair well 
under way and required large quantities of crushed rock 
which was obtained from quarries at Menil-la-Tour, Tron- 
des and Sorcy, also from standard railheads at La Reine 
and from barges at \ ertuzey. Seven to nine cars of rock 
were all that one engine could handle over the heavy 
grades and with over a hundred carloads of rock beinu 
handled daily, in addition to about the same amount of 
rations from Sorcy railhead to Menil-la-Tour and the 
usual run of material and ammunition, commonly known 
as fertilizer, the dispatchers anil operators were kept bus v. 
By August American troops were rapidly being mobilized 
in this sector and their movements and change-out of 
divisions threw an added burden on the light railway. All 
troop movements had to be handled under cover of dark- 
ness and with utmost secrecy, as much of the line was 
within range of Boche guns on Mont Sec and their planes 
were quite active in night raids. As many as six hundred 
tars of troops were handled in four days during one 
change-out. All of these cars had to be obtained from 
the supply in daily use handling rations and other 
materials, which meant close figuring on the part of 
the dispatching forces, as the troop movements were 
scheduled to the minute by general headquarters and 
engines and cars had to be at the appointed place at the 
right time. American engines and cars were now fairly 
numerous, the French engines having been returned to 
the French in May. 

About August 1st the territory from Menil-la-Tour 
east to the River Moselle and south to Toul and Donger- 
main was added to the light railway operated by the 21st 
Engineers. Xew dispatchers' offices were opened at Menil- 
la-Tour and at Belleville and preparations began in earn- 
est for the St. Mihiel drive. New divisions of American 
troops were placed in line and in reserve. More engines 



borrowed from the French, making a total of about 100 
locomotives which were kept going night and day. These 
were busy times for the train dispatchers as well as every 
one else. Train sheets had to be patched daily to make 
room for the large number of train movements and chiefs 
were looking for more cars to fill the heavy orders coming 




Narrow Gauge Locomotive and Train 

and cars were placed in operation and before September 
nearly all traffic on the light railways was subordinated to 
the movement of ammunition and batteries of artillery. A 
number of new ammunition dumps were opened and the 
business from the older ones greatly increased. Train and 
engine men worked day and night for long hours to get 
this material to destination, and every steam and gas 
locomotive was pressed into service and about twenty more 




Sorcy Officers' Bath House 

in hourly. Trainmasters and superintendents worked day 
and night keeping watch over all and clearing up numer- 
ous derailments. A continuous stream of motor traffic 
passed over the newly constructed highways, which then 
proved their worth. Tanks and heavy tractors added to 
our difficulties by tearing up our tracks, but this was all 
a part of the day's work. 

History tells how the great drive was successfully 
carried out and soon our doughboys were far in advance 
of the old line on which such extensive preparatory work 
had been done. The light railway then did its part in 
rushing up quantities of road plank with which the road 
engineers bridged the gaps in the highways and kept the 
stream of trucks moving across "no man's land," rushing 
all kinds of supplies up to the new lines. As soon as 
possible, the 60 cm. lines were connected through with the 
German lines of similar gauge. Construction across the 
several kilometers of tangled wire and shell holes presented 
many difficulties, but in a surprisingly short time we were 
operating through both, via Pont de Metz and via Flirev 
and Essey, and the Bois Chanot line to Xivray and beyond. 
Long hauls were now- the rule and lack of telephone com- 
munications made difficult the work of train dispatching. 
The new lines were the scene of many derailments, but in 
spite of all obstacles, much material and supplies went 
through to its destination in good time. In the early part 
of October we were relieved by the 12th Engineers, who 
had reinforced us before the St. Mihiel offensive. 

The trip from the Toul sector to the Argonne, where 
we were to assist on First Army operations, was made in 
the early part of October, part of movement being made 
by motor trucks and the balance moving over light railway 
lines. A part of the light railway movement took us quite 
close to the Boche lines and those present were treated to 
considerable shelling while en route, making the trip a 
memorable one. 

On arrival at the Argonne sector, the First and Second 
Battalions were divided and stationed at various points 
through that region. Fighting was actively in progress 
and as soon as possible track connections were made with 
the Boche lines of 60 cm. and U. S. A. engines placed 
in service hauling rations and ammunition. At first most 
of the supplies came from standard gauge railheads at 
Dombasle, Auberville and Les Islettes and later from 



(59) 



Varennes and Grand Pre. Twenty -first Engineers were 
located at Dombasle, Aisne, Chehemin Junction, Mont 
Faucon, Auberville, Barricade, Cheppy, River Depot and 
Senuc, as well as many other points through the sector. 
Train dispatching was attended with the usual difficulties 




La Reine Siding and Operator's Shack 

owing to lack of telephone lines, and the territory released 
by the rapid retreat of the Hun was so extensive that it 
was not until nearly the close of the offensive that we 
had much communication. Much supplies were handled, 



trains running on "smoke" and got along very well. In 
this sector the 21st (First and Second Battalions) had 
the most experience with enemy bomhing planes and whiz 
bangs, a direct hit on one of our locomotives at Marcq 
resulting in the death of Engineer Ritchie and serious 
injury of the fireman. Several others were hurt by shrapnel 
and machine gun fire. At the time the armistice was signed 
we were hauling into Buzancy on the west line and Romange 
and Montignv on the east side and preparing to open lines 
farther up. Shortly after the armistice the First and 
Second Battalions of the 21st were transferred to standard 
gauge work on lines out of Conflans, Audun, Longuyon 
and Longwy, dispatchers at Conflans directing the work, 
assisted by those at Audun. Most of these lines are double 
tracked. Supplies for the Army of Occupation amounting 
to six to eight trains daily moved from Conflans to Audun, 
and French supplies of nearly an equal volume from Con- 
flans to Longuyon. Many refugee and troop trains were 
handled as well as regular passenger service. Yards at 
Conflans and Audun and Longuyon handled by our men, all 
quite busy and matters complicated by having to work in 
conjunction with French and German speaking trainmen 
and enginemen. The Third and Fourth Battalions of the 
21st relieved us about the middle of February. They had 
been assisting in the work for several weeks prior to this. 



A Di§patdheir 9 § Tridk — Woirkieg a Triek on the Slioi Gaog|e 

By Sergeant Co E. Habiger, A, To D. A» 3743 9 Second Battalion Headquarters 



First, I will endeavor to give you some idea of our 
office. The office was not located in a modern steam heated 
building, nor were there any plate glass windows to look 
through, no walnut table for the train sheet to lie on, no 
electric lights or selector telephone. Instead, our office 
was located in a swiss hut, about 30 by 20, built of soft 
white pine and very unique in appearance, but it made 
little appearance, as it was up in the thickest of timber 
and underbrush, of white pine boards camouflaged to look 
like a pile of autumn leaves, and was very seldom noticed 
by the passing doughboy going to or from the trenches. 
The windows were of white cloth, which was transparent 
to light, but when I wanted to look out I had to open 
the door. Our lighting system was the best known in 
France — the faithful candle. However, after a short period 
we "managed" for some gasoline lamps and the night men 
were setting on the top of the world. Our telephone line 
was a metallic circuit, all stations on the division being 
connected to this one line. We used the code ringing system 
for ringing the different stations wanted. 

I worked first trick on the old Soixante (60 cm.) and 
like all first trick men, got down to the office about 1A5 
A. M. with the usual grouch, but instead of asking the 
third trick man if all the regular trains had gone, I would 
ask if any of the track was blown up last night. I would 
then take the transfer. Instead of checking up how much 
time each crew had to make it in on the sixteen hours, I 
would first see what was left to move, and then how many 
cars had been furnished for today's loading and number 



of cars in sight, for one can rest assured that every car 
that is furnished is going to be loaded, and loaded toot 
sweet, and probably two or three times during the day if 
the hauls are short. I would then see how many crews 
were available for call at different times during the day 
and begin to figure on how soon I could afford to let the 




—-i—i. .■ , t 



Operator's Shelter Nauginsard Junction 

older crews now on the road come in and tie up for rest, 
as some of them had been out eighteen or twenty hours. 

As we only hauled ten to twelve loads in a train, it did 
not take long to load up several trains at a large engineer 
dump, ammunition dump or rock quarry, and it was up 
to the trick man to keep in constant touch with the 
operators at these points and watch the progress of the 



(00) 



loading and figure on having power at that point, just as 
soon as a train was loaded; but not before. To get them 
there before would lose valuable time which could be used 
to great advantage elsewhere, or to give the crew a little 
moi - e rest before calling them out. Everything running 
smoothly and it is an interesting job, eight hours passing 
before one can realize it. But one has a feeling that 
something is going to happen — things can't run that 
smooth very long.. That 5048 hasn't been doing very 
well the past few days and she is on a rush train of ammu- 
nition this morning; she passes the first station at the time 
expected. I then let the only engine available in that 
vicinity start out with a train of barbed wire for the front. 
The barbed wire train passes a couple of stations. In the 
meantime the ammunition train is not showing up. I call 
the operator every few minutes asking him if extra east 
is in sight yet, or any sign of him, and every time he tells 
me there's not a sound. It's the same old game, take the 
engine off the barbed wire train and send it back and 
put on the ammunition train, just the same as you would 
cut an engine off at the fruit train and put on the De Luxe 
when the De Luxe has an engine failure. 

Next. I get hold of the yardmaster, tell him to call a 
crew to go light S. A. P. (soon as possible) to Station ii 
and pick up a train of barbed wire there. He starts out 
after the call boy. I call him back, telling him to make it 
two crews. There's another train of cement ready for 
the front. Give the second train anything you may have 
to move for the front. He tells me he has five cars of 
lumber ready to go now, and that the dump has an extra 
force working today and the other five cars will be ready 
by the time he gets a crew called, making a full train. I 
tell him to call three crews, and if that train of rations 
shows up on the standard gauge, call the fourth, fifth and 
sixth crews as soon as they have had their rest. He pulls 
his hat down over his eyes and starts out looking for the 
call boy again, cussing the dispatchers on his way. 

About that time Fritz throws over a few shells and hits 
the track right in front of the ammunition train. No 
section men being available in that vicinity, the crew begin 
to make temporary repairs so they can get over it. while 



I hear the shell explode, it being not far from the office. 
The linemen are all at the other end of the road con- 
structing a line along a new piece of track. It is a most 
serious offense in the army for one to be caught tampering 
with wires or climbing a telephone pole without the neces- 




Ration Train. 

they send a man back to the telephone office to inform 
the dispatcher. I then get hold of the nearest gang and 
they start out to repair the blown-up track, the foreman 
assuring me that he has all the material necessary close 
at hand to make the repairs with. Fritz throws over a 
few more, this time the concussions breaking my telephone 
line. I can hear the phone go "dead" at the same time 




Boucq Est 

sary blue band around his arm. which designates him a 
lineman, and in his pocket he also carries a certified state- 
ment that he is doing that class of work in a designated area. 
One thing sure, I cannot do any good here without a wire, 
so I cut off a piece of blue blotter, about the size of a 
hand and put it around my arm, get a piece of barbed 
wire and proceed to the point of the break. I am noticed 
by the different guards stationed at different points 
through the woods, but was not challenged. However. 
I knew I was taking no chances, as later proofs of my 
mission there would explain, but should I have been chal- 
lenged and did not possess the necessary certified statement. 
I would probably be detained from completing my day's 
work that day until I was investigated further. Getting 
hack to the office, the chief is on the phone, working just 
as fast as he can work, getting things lined up again that 
have fallen back since the wire broke. He is too busy to 
stop and tell me what he has done, so I might set in and 
take it from there, so I just plug in and get back into the 
game gradually, and when he has time, he tells me what 
has been done since the wire "came up" and I start to 
work again. The operator at Station No. 6 now con es 
in and tells me the ammunition train engine is backing 
in light. I tell him to go out and find out what is wrong. 
The section foreman sends back the information that he 
needs a twenty-radius curve section of track to make 
the last repair and none available in that vicinity. I 
have a train of cement now leaving the engineer dump and 
there are plenty of twenty-radius curve rail there — I get 
hold of the operator and ask him if extra east is about 
ready to go, and he tells me they are going now and starts 
to give me an "OS", and I break in and ask him if he can 
stop them — if so, do so quickly. He does not answer, 
hut I can hear the phone receiver hit his table — he has 
gone out. He comes back and tells me they are stopping, 
and is anxious to know what is going on. I give him a 
message addressed to the conductor, to put a section of 
twenty-radius curve rail on the head car of his train 
and proceed to Station No. 6 with only that one car, 
as I want him to make the best time possible, leaving the 
remaining nine cars on the siding. The engine on the 
ammunition train has been out on the road for ten hours 
and is probably getting low on coal and water anyway, so 
I'll just stop them at Station No. 4, where they can get 



(61) 



a good meal, coal up and get water and 1*11 send them 
back after the remaining nine cars of cement and let the 
fresh crew and engine with the one car of cement pick up 
the ammunition train after the track is repaired. They 
have a good engine and should be able to handle an extra 
car of cement. Other trains are moving good. All the 
rations that came in on the standard gauge, I diverted via 




A U. S. Narrow Gauge Locomotive 

the loop or cut-off line that had just been completed a 
few days before and they are at the front now being 
unloaded. The track is repaired and the ammunition moves 
forward and is put into position by the small gas tractors 
and unloaded. The barbed wire, cement, rock and lumber 
trains are nearing their destination, but there is no room 
on the unloading tracks, as they are full of empties that 
have been unloaded that morning, and no way to get them 
out, on account of the track being shot out. I use the 
engine off the ammunition train, and take the engine that 
came up on the loop on ration trains and have them clean 
out all empties, in the meantime having some of the wire, 
cement or rock trains set out their train on a siding and 
return for another train, while the unloading tracks are 
being cleared and empties moved out. 

Things moving nicely again, but an operator way up 
on the other end of the road comes in with the news that 
they need the wrecking crew up there, and takes the joy 
out of life again. I get the details of the wreck and get 
the caller started out after a crew. A company of steve- 
dores were loading a train of twenty flat cars with logs 
for the saw mill, the loading point being at a blind siding 
and on a steep grade. The cars had been tied down 
properly when placed for loading last night by our crew, 
and also the wheels blocked, but after the black boys had 
partly loaded the train they decided they could be loaded 
more easily by dropping the cars down the track a few- 
yards, where the logs were more handy. As soon as the 
brakes were let off and the blocking removed, all the ears 
started down the hill. After getting a good start, putting 
on the brakes would not hold them, and all the black boys 
piled off, digging up cinders and mashing down under- 
brush along the right-of-way. These cars continued, 
increasing their speed as they went down the hill. Although 
there were some very sharp curves for them to go round, 
none of them left the rails until they came to the end 
of the track at the switch-back, which we call the "question 
mark." The first four cars that hit the small embankment, 
used as a bumper, they pitched into the air and straight 
ahead for about two hundred feet, making it necessary 
to lav a temporary piece of track out to them in order to 



gel them back on the railroad again. The other eight 
ears were also broken and derailed, but did not leave the 
right-of-way. All of them had to go to the rip track 
for repairs before they could be reloaded again. 

This mess has to be cleaned up tonight, for tomorrow 
morning there is going to be a train of large guns coming 
in on the standard gauge that will have to be moved into 
these woods, as they are to go into action tomorrow night. 
The operator at Station No. 1 comes in on the phone 
and gives me the report that the wrecker is leaving town. 
I was pleased, as well as somewhat surprised, for this is 
the first time that that operator ever gave me an "OS" 
on a train without having to call for it. However, after 
he got through, he reminded me that tomorrow was his 
day off, and wished to know- if the relief man would be 
around all right to work for him the next day. 

It is ax'ttinfr close to 4 o'clock and about time to be 
making up my transfer. All the material of different 
kinds that has been loaded so far during the day is now 
on its way up to the front and all empties on their way 
back. Tonight, after dark, we start to move the 82nd 
Division out of the trenches and the 89th Division in. 
They require ninety cars for the 82nd Division. There 
are more than enough to protect the 82nd Division troop 
more loaded cars on their way that we can figure on, which 
is more than enough to protect the 82nd Division's troop 
movement for today. We have enough empties going back 
to protect the first day's quota of the 89 Division troop 
movement from Station No. 52 to the front. Everything 
looks good for a clean transfer to my relief, with exception 
of the wreck. 

The second trick man comes in. He has a cheerful 
look on his face as though he and the world were getting 
along together just about right. He carries this cheerful- 
ness until he sets down and starts to take my transfer. He 
sees the wrecker out, the main line tied up, new slow orders 
on the track that has been blown up, the heavy troop 
movement that is going to take place just as soon as it 
begins to get dark, all those cars to assemble at the front 
for the movement, and his cheerfulness begins to change 
into a frown. I watch him make his "checks" until he 




Narrow Gauge Tank Cars 



has checked the last line on the transfer and has signed 
his initials in that usual round graceful manner. I ask 
him: "Have you got everything under your mit?" and 
he gives me a* snappy "Yes, get out of here," without 
looking up. I have put in a fairly good day. I take my 
watch off the nail and am on my way to my dugout. 



(62) 



RumrMiIimi am Eeile© ©e tlhe 66 §©lxaete 



99 



Travelling Engineer Van T. Sherman 



Running an engine on the "soixante" in war times 
is like a Jew. with a yellow necktie, going to a nigger 
picnic on St. Patrick's Day — always something of interest 
going on. For instance, a man goes to bed in his billet 
with one ear cocked open. He dozes off, but is soon 
awakened by the throbbing drone of a "nom de present" 
Boche airplane. He tries to sleep, but the anti-aircraft 
guns soon have him hunting for his "tin hood" and by 
the time Fritz drops his tail gate, unloading a ton or two 
of bombs, he is safely in a dug-out or a trench. By the 
time this has happened three times in one night he doesn't 
feel like going out on a job good for anything from 
sixteen to sixty hours and under nerve racking conditions 
most of the time. 

It was before the St. Mihie] offensive. The "Slim 
Gauge" line from the railhead at Sorcy Gare climbed 
steadily its twisting way to Cornieville, eight kilometers 
away, and it was a battle for steam all the way, as from 
twelve to fourteen cars of rations and forage was quite 
a load for such a small engine. It was necessary for 
the engineer to stand up, manage the sand lever with one 
hand and unbalance the throttle with the other and the 
"Johnson bar" the best way that he could. The grade 
was the natural roll of the ground, so great care had to 
be taken to slacken speed with the steam jam brake to 
keep from turning over on the right angle curves. After 
battling thus with a fourteen load train, the engineer's 
nerves and temper was on edge upon reaching Cornieville. 
so that he was in good shape to take the hill ahead, which 
was so straight up that it leaned back. The railroad also 



would go after it. Momentum would be gained in the 
■"sag," then take the hill, putting a barrage out of the 
stack that would shame a B. & 0. hoe in West Virginia. 
The leading engineer would offer up a prayer, toot his 




Ash Pit, Sorcy 

was on the edge of the wagon road, constantly jammed 
with military traffic and jam up against the houses on 
the other side — with old women chasing out into the track 
in their wooden shoes and babies playing "ring around 
the roses" right in the way. A pusher engine would tie 
on behind, and, after three or four slips, the little Baldwin 




Captured German Equipment. Looking Toivard VignucUcs From 

Woinville 

whistle and offer up thanks again if he got up the hill 
without getting off the track, killing some innocent 
bystanders or running into a loaded caisson. 

In respect to our small Baldwins, great care had to 
be taken to keep them on the track and to keep the engine 
from turning over. The engines were built with a straddle 
tank, with a connecting pipe underneath the boiler to 
equalize the water. The engines were a little high for a 
24 in gauge and, therefore, a little top-heavy. In leaning, 
the water in the tank would rush over to the low side 
through the equalizing pipe, and it was quite a job for the 
engineer to decide whether to jump off or speed up to 
cross the bad place in the track. 

The roadbed was always very uncertain, often because 
the track was laid over recently filled shell holes and would 
give way after a rain. Many of our engines turned over 
on this account. Often at night heavy artillery, pulled 
by tractors, would cross over the track or run on it. The 
extremely heavy weight would bend the ties, throwing 
the track out of gauge and it would be very hard to 
detect it even in day time. 

Preparatory to the St. Mihiel drive, the wagon roads 
in the day time were practically deserted, as Fritz had 
his balloons up, but at night the roads were jammed, 
two continuous strings of trucks and artillery, one each 
way, and the railroad ran along the side of the road. 
Many times on dark nights the engines would run into the 
trucks, because absolutely no lights were burning. The 
artillery and the trucks did not know where they were, 
or whether or not they were near a railroad. A number 
of times a caisson would be very close to the track. The 
engine would clear, but the saddle tank would climb right 



(63) 



up on the wheel of the caisson and tip over with no 
warning to the crew at all. 

An unsafe speed had to be made at many, many points, 
because the country was rolling and the track laid to 
conform with it. 

In many places we had to contend with S l A% grades, 



li^^^HHH 




tfS&K 


1'fT 


I __ - 


• l 


-.■€ 


ilr'i 


■flESBT 



French Narrow Gauge Locomotive Damaged by Shell Fire 

mingled with sharp curves and obstructed vision. The 
rating for one engine was seven loads of rock or fifteen 
empties. To handle these trains up these grades, the 
greatest speed possible, twenty-five or twenty-six miles 
per hour, had to be acquired first. To do this and hit the 
bottom of the hill with enough water and 180 pounds of 
steam, absolute skill had to be used. Both the sanders 
had to be working, the train to be started at the logical 
point to take advantage of the sag, the engine with just 
enough water in the boiler to work wide the throttle 
without water slopping over into dry pipes and not to work 
over on the hill with the engine raised in front, at the 
same time having water on the crown sheet in tipping 
over the top of the hill, not to drop a soft plug. The 
steaming properties of the engine would not allow the 
working of injectors on these hills, the water lost to be 
regained in drifting down the other side. 

The engine in making one of these hills had to be 
started off full stroke and cut back to short cut-off after 
she commenced picking up speed. This had to be skilfully 
executed to hit the hill with the maximum speed, with the 
engine hot, and the proper amount of water. The engineer 
simply had to trust in Providence not to tip over, hit a 
cannon, a column of squads, some wooden-shoed women, or 
a French general. When the engine commenced to lag, 
she must be changed to longer cut-off judiciously so as 
not to run out of notches in the quadrant and to use the 
entire lot in making the hill. Many times the crews and 
some relief outfit, on their way to the trenches, would give 
a push on the train, saving the day. One slip of the engine 
drivers meant failure, and you either had to double the 
hill or take another run for it. 

When the engine slipped working at full stroke and 
wide throttle she simply raised off the rails and bucked 
like a bronco, throwing sky rockets like star shells and 
often drawing fire from the enemy. Going down the hills 
was just as difficult, for the cars were so as to make it 
impossible for the crew to climb over and set all the brakes. 
So the conductor and two brakemen, the engineer with a 
steam jamb driver's brake and the whistle signals did the 
best they could. It was very difficult to hold the trains 



with wet rails, and a very disagreeable sensation it was 
to come down a steep hill in a blinding rain out of control, 
knowing that the roads were jammed with traffic and trucks 
loaded with artillery ammunition. 

After making the hill it was just as steep down one 
side as it was up the other and it was all that the three 
trainmen and the engine brake could do to hold the train ; 
in addition to all this we were in plain sight of Montsec 
and within range of Fritz's guns, but somehow or other we 
were never shot at until we got into the woods. Half way 
down this hill the track would make two sharp turns, 
suddenly crossing the main highway and then parallel with 
it. At this point the railroad and highway were partially 
protected by camouflage and it was always by the greatest 
luck that the engine did not hit a cannon, truck or a 
column of squads on this crossing, especially at night. 
Within about two kilometers of this crossing the railroad 
entered the woods that extended to the trenches in the 
neighborhood of Raulecourt and Mandres, where the 26th 
Division was ''broken in" and the first American battle of 
the war was fought. Through this woods after supper 
time (and usually without supper) darkness reigned. The 
artillery was everywhere ; a battery of 75's would open up 
in the darkness alongside of the track at unexpected mo- 
ments, scaring the engineer out of two years' growth. He 
would pinch his brake a little and listen for the shell to 
break on Montsec; then he would hear three or four "come 
in"; pinch his brake again and feel for his gas mask — too 
dark to find it and no lights allowed. Eventually, after 
feeling his way up and down, doing "column right and 
column left" and bumping his head against the trees he 
would wind up at the limit for steam engines and turn his 
train. Tractors would then take the loads three ways to 
the trenches. 

After the safe (?) delivery of his train, which in most 
instances consisted of rations, ammunition and fresh reliefs 
for the trenches, our "hoghead" would pick up a train of 
empties for the return trip and duplicate his perilous way 
back as far as the edge of the woods in comparative safety 
and start back to the trenches again with more loads, con- 
tinuing thus until his stomach thought his throat was cut, 
and his feet had no place to sit down. After an unbe- 
lievable number of hours of this sort of work every muscle 




Loading Troops on the Narrow Gauge 

would be sore from his constant tussle with the fiendish 
throttle and sand lever. Often, after completing fifteen 
hours or more of such work he would expect to go home, but 
instead, would be at the "tender" mercies of an alleged 
Chief Dispatcher, who would send him over other lines of 
the division delivering empties to the ammunition dumps 



(64) 



and loads to the front, until the man or machine was worn 
out. On the rare occasions that he was given ten hours 
(more or less) rest he was called upon again to repeat the 
same performance. 

In addition to the above our enginemen were fre- 
quently called upon to take trains over strange track, on 
the darkest of nights and in country utterly unknown to 
them and in many instances perilously close to contested 
ground for delivery at points of which very little was known 
and in all cases this was successfully accomplished. 

There was no lack of effort before and during the St. 
Mihie] offensive on the part of the men to make it the 
grand success that it was. We could have done much bet- 
ter, however, with quicker results and less effort and fric- 
tion if we had but had the proper heads in the right place 
— jealousy between individuals and units and military "Red 
Tape" at critical times greatly reduced efficiency. The 
men, however, put forth a greater effort to counterbalance 
it. 

The most important factor in light railway operation 
is steam. This was very hard to get and maintain on ac- 
count of the nature of the grates and coal. The grates 
were very fine and with no apparatus to shake them. The 
coal was slack and of very poor quality. If men of ex- 
tensive experience had been given places of authority they 
could have filled places as Travelling Engineers and Train- 
masters early in the game and had the crews educated and 
the engines in shape before the arrival of the crisis; instead 
of this the places of authority were given to others and 
men were directing train movements whose civil life experi- 
ence was that of civil engineers and railroad conductors. 
These men would unquestionably have been of much greater 
value in their own respective lines of work. There were 
very few men of authority who were practical enginemen 
and there was very little system to train operations. So 
the men were mostly placed upon their own resources and 
the success of this unit particularly at this time was due 
to the fact that the rank and file were exceptionally good 
men and that they were facing the Hun. 

During the Argonne-Meuse offensive things were much 
different, the nature of the country was different, the track 
in rotten shape, poor facilities for eating and sleeping and 
more desperate fighting. But "Red Tape" was hopeless] v 
cut. We covered so much territory that the men who knew 



engines were placed where their work meant something. 
Therefore the work of the light railway was carried out 
more successfully, under much more trying physical con- 
ditions, so far away from the back shops that each operat- 
ing company had to make their own running repairs and 
ingenuity instead of "Red Tape" kept the trains moving. 




About to Full from Sorcy Yard 

Night bombing and shelling was continuous and the 
men slept in all sorts of holes and dug-outs. The engineers 
took water and coal when and where they could get it. 
Business was extremely good in every sense. After a few 
engines had siphoned water from a shell hole near "K-l" 
in tlie shadow of Montfaucoh a boot with a foot in it came 
to view. Farther up the line "Steam-Jam" Smith had 
found three dead "Crock-heads" lying peacefully in the 
bottom. 

Over the line from Dombasle to Montfaucon, ninety 
loads of rations and shells, besides six or eight loads of 
poison gas, delivered to the front was an average day. 
This meant an equal number of empties coming back and 
no more than eight cars on any train. There was but six 
hours between October 14th and November 11th, that there 
was nothing placed at the ration dumps for unloading. 
This was on account of derailments. During this offensive 
crews worked in territory where forty sections of Decau- 
ville track were shot out by shell fire in one kilometer. 

Xcry interesting railroading. 



A Sola!© quay of a Solxaet© Ee^ae©©ir 



It is finished now, and we are glad. The experience 
will bring a smile of satisfaction in the days to come, as 
we toast our shins at the fireside and review our part in the 
orgy to remove the pestilence from the earth. 

The coal was invariably bad, mostly slack and dirt. It 
was always necssary to take advantage of every opportunity 
to replenish the steam pressure and water supply in the 
boiler. Hardly any of the engines would steam sufficiently 
well to work an injector while working steam. Because of 
the necessity for every engine on road work boiler washing 
was often deemed unessential and great care had to be 
exercised in carrying water to prevent foaming. 

Due to the amount of work that fell to us it was neces- 
s.irv to handle in each train full capacity of the engine. 



When the engines were designed no care bad been taken 
of the balancing feature in the throttles. When the work- 
ing pressure of ISO His. had been developed on the little 
boilers the throttles on most of the engines could not be 
opened with one hand. 

If given a full opening the boiler pressure in the little 
9 xl6" cylinders would cause a violent slipping, tearing 
the fire to pieces and due to the shallow fire boxes, fill the 
bottom rows of the Hues, depriving the engine of that much 
heating surface. 

The sanders were worked by hand and you must let loose 
with one hand in order to work the sander. The throttle 
invariably would change slightly in doing this. We would 



(65) 



frequently hold onto the throttle until our arms, shoulders 
and wrists would become sore from the constant strain. 

The speed restriction held us down to eight miles per 
hour. It was necessary to be reasonably sure of staying 
on the track. The ruling grade of the track was the physical 
characteristics of the undulating territory through which 
we were working. 

It was impossible to pull the trains we were compelled 
to handle up the short heavy grades. Momentum must be 
gained in the descent of one grade to carry us over an- 
other. At the same time, time must be allowed to recuper- 
ate steam pressure and water supply sufficient to make the 
ascent. In gaining momentum for ascending a hill, each 
curve and low spot must not be forgotten. Otherwise de- 
railment would result. 

Ofttimcs at night when the rails were bad, it was impos- 
sible to hold a train with the engine brake in descending a 
grade. A call for brakes would possibly result in the train 
crew believing something derailed and set too many brakes. 
When the signal was given to release brakes to get a start 
for the next hill it would require so much time in releasing 
them and the steam pressure so greatly reduced, we would 
stall on the hill. 

A flag man must be sent back, the steam and water 
built up again and another attempt made. 

Due to there being no lights used on the railroad nor 
highways, it was difficult to prevent running into vehicles, 
and the trains you were following. 

It was particularly essential that the engineer be thor- 
oughly familiar with the condition and the physical char- 
acteristics of the track over which he must go. Otherwise 
it would be impossible to properly gauge the speed neces- 
sary for making the next hill. Where to take advantage 
of a slight depression to accumulate steam, where the curves 
were sharp or the track in bad condition. 

It was a man's size task to cope successfully with the 
many difficulties of transportation. To expedite the move- 
ment to the front one's head must be used for more than 
a hat rack. 

There was no place to sit down and little protection 
from the elements was afforded by the parody of a cab 
that decorated the little engines. 

I recall an operator from the 12th Engineers who made 
a trip from Trondes on a train of rock. "Are all engineers 



always as busy as that one was?" he asked. I replied 
that I hadn't seen that engine in action but that every one 
of them was very busy when trying to make a heavy grade 
with a train. 

One hand on the throttle, the other continually working 
the sand lever. Quickly reaching at times for the reverse 
lever to change the stroke of the valves ; at the same time 
watching the track, the train and ever listening for the 
whistle carried by the trainmen signalling. At any moment 
a car was apt to jump the track. 

After the reduction of the St. Mihiel salient, we were 
confronted by new conditions that were the exception rather 
than the rule before. The German road bed was of slag 
from the iron mines. In the marshes places were corduroj'ed 
with small poles in addition. The rails varied, most of it a 
little heavier perhaps than our American steel, and had been 
repaired by the addition of a section of the lighter steel 
where needed. The tracks went everywhere and it resembled 
a net very much, there was scarcely a point we could not 
reach by two or more lxmtes. 

There was only the water supply to draw from as it 
had been developed by the Germans. 

It was necessary to use a suction hose to fill the water 
tanks from holes along the track. The ailments these very 
necessary appurtenances would contract made it essential 
to carry a water bucket. Many times have we filled the 
water tanks in that manner. 

For days at a time we have had no telephone communi- 
cation from station to station. The wires would be shot 
down, the line cut and in some instances our line would 
be appropriated by the Signal Corps as salvage. 

The art of smoking from one block station to the next 
was carried to a high degree by day. At night, the pitch 
dark, stormy variety that met us in the Argonne are the 
ones that were particularly difficult for us. We, as a 
regiment, were smiled upon by the Divinity who regulates 
the destinies of the faithful. And in some miraculous 
manner we kept the endless line of supplies going to the 
front. 

It isn't at all disagreeable in reviewing the situation to 
know that our part was a difficult one. It is consoling to 
indulge in a smile of satisfaction in the knowledge of a 
work well done. 

Private Bartlett A. Schilling, Company D. 



kjirey RaiMheadl Operation! 

By C, S. Elliot 



Of the several railheads operated in conjunction with 
the light railways of the 21st Engineers, Sorcy was the 
most important. Turned over to the Operating Depart- 
ment about the first of August, 1918, Sorcy became the 
subsistence supply base for the American forces in the 
zone of advance, north of Toul. Ten days later the first 
American field army was formed, followed gradually by 
the concentration of troops in the area served by the 21st 
between the Meuse and Moselle, until on the 12th of Sep- 
tember, the first day of the St. Mihiel offensive, two Ameri- 
can army corps and one French corps were in the front 
line and a number of divisions in reserve, or a total of some 
400,000 men.* 

Almost one third of this number, 130,000 men, were 



rationed by the Sorcy Railhead, some 55,000 rations being 
transported daily by the light railway, the balance being 
handled by motor trucks. In addition to the daily or 
"automatic" rations, some 500,000 reserve rations were 
issued during this period, with a reserve of 300,000 to 
500,000 rations piled up in the warehouses at Sorcy. t In 
addition to rations and forage, a great deal of troop prop- 
erty was handled by the light railway. One division (the 
89th) received all of their property in this manner. Per- 
sonnel, Engineer material, planking and timbers, light rail- 
way sections, crushed stone, all provided no inconsiderable 



* Lieut. Roberts, formerly with Sorcy Railhead. 
f Total troops engaged. Pont a Mousson to Les Eparges 600.- 
iihii men. 



(66) 



tonnage out of Sorcy, and for a time, even water was ;i 
commodity offered for transportation to the front line. 

Altogether during a period of something over two 
months, eleven divisions, two artillery brigades, numerous 
engineer and casual troops received rations, forage, and 
other supplies from Sorcy. 

This tonnage was handled from the Intermediate Sup- 
ply Depots to Sorcy by the Est Railway and set out on 
one of the two tracks reserved for the Americans in the 
French yard (the other track being reserved for empties 
returning to the French). 

A Belgian engine, the 3107, a high wheeled old race- 
horse, was assigned to switching the loads over from the 
French yard to the railhead, spotting cars at the unloading 
platforms and pulling out the empties. 

Over in the narrow gauge yard there was a 50 horse 
power gas tractor for the railhead switching and another 
of the same type assigned to the construction department, 
handling crushed stone from the quarry to the yard, spot- 
ting cars at the rail and timber dumps, etc. 

Empties were spotted at the platforms during the night 
when possible and loading usually started at 7.00 A. M. 
As fast as a train of twelve cars was loaded, a road engine 
and crew were waiting to couple on and pull out. The first 
train was usually loaded by 8.30 A. M., followed by trains 
throughout the day at intervals of one to two hours. 
About 4.00 or 5.00 P. M. a meat train was sent out, con- 
sisting of two to four cars of fresh meat, filled to tonnage 
with other available loads. Loading for the day was usually 
finished by six or seven o'clock, and the movement of eighty 
standard gauge loads and one hundred narrow gauge loads 
was considered a pretty good day's work. 

The light railway forces at Sorcy, in addition to the 
round house and shop forces and the yard and road crews, 
consisted of an Assistant Train Master, with supervision 
over train crews and operation in the district; a yard 
master in charge of yard operation ; a commercial agent 



maintaining liaison with the Quartermaster Corps and 
other shippers and a clerical force. 

Although Sorcy was but fourteen kilometers from the 
German front line, very Httle interference was attempted 
by the enemy, during the many months of construction 
and operation of the terminal. German aviators often flew 




Derailment on the Soixante Near Neuf Etang 

over the camp, doubtless taking many pictures, but not 
until late in the summer was an attempt made to bomb the 
railhead. Two daylight bombing expeditions were made 
against Sorcy about that time, but luckily no damage was 
done. 

It has been said that the railhead at Sorcy was the best 
designed and constructed light railway yard in France. 
Whether or not such was the case, its capacity and facility 
of operation proved ample for the heavy demands placed 
upon it before and during the St. Mihiel drive. Now, how-- 
ever, like many of the old boom mining camps of the west,, 
Sorcy Railhead, its days of usefulness over, stands silent 
and deserted. The few American faces seen are those of 
strangers ; doubtless even they will soon be gone. 



Wireekleg ©o tin© Soixaete 

By Master Engineer Fred Lamg 



My first experience in wrecking was on the road be- 
tween Boucq and Leonval, on a very dark night and while 
there was a heavy movement of troops and wagons on the 
highway alongside our track. A wagon which was being 
driven too close to the track was struck by one of our 
steam engines, the water tank of the engine sliding up on 
the wagon wheels, shifting the weight of the engine and 
tipping it over into the ditch, and injuring the fireman so 
badly that he was sent to the hospital where he remained 
for three weeks. We had five trains of ammunition waiting 
at Boucq for Leonval and in order to get the line open as 
quickly as possible we built a "shoofly" around the engine 
and had the ammunition trains moving over the new track 
in about an hour's time. 

Then the wrecker appeared upon the scene. This out- 
fit consisted of two artillery cars loaded with block and 
tackle, ties, blocking, sections of rails, etc. The men ex- 
cavated and leveled a place large enough for the engine to 
be set upright. Into this was put a solid bed of ties, after 
which the block and tackle were put into use. In order to 



get the engine upright we were obliged to use jacks, until 
we had it up to an angle of 45 degrees. A chain was 
fastened around the steam dome and a block and tackle 
was hooked into it, the other end of the tackle being an- 
chored hi a tree, and one of our steam engines did the work 
of further righting the wrecked engine. Then it was 
necessary to cut the main track and add enough sections to 
reach our engine, which was considerably below the level 
of the road. 

This engine we rerailed in about two hours' time, but 
as this was our first experience, it took us much longer 
than it did later. 

Just before the St. Mihiel drive we had a number of 
wrecks. Six steam engines were picked up in a period of 
three weeks preceding the drive, the last one being the 
night of September 12th, when a rush order of ammunition 
was to be taken up to Raulecourt. No steamer had ever 
gone beyond Edgewood on that line and there was no bal- 
last beyond that point. The track was on a mud fill which 
gave way when the first steamer attempted to cross from 



(67) 



Edgewood to Raulecourt, tipping the engine and one car 
over in the mud and water, making an all night's job. A 
plank and tic bottom was put in and about a foot and a 
half below the level of the engine. We put in an awful 
night, between digging in the mud and water, jacking up 
the engine, a gnat part of the work was necessary on ac- 
count of the track being too soft to permit us to bring 
another steam engine to give the necessary assistance on 
the block and tackle. In addition to this we had to work 
without lights of any kind on account of Boche planes. 
There were two batteries of eight inch howitzers camou- 
flaged along the track at Edgewood, some three hundred 
meters from us and they started shelling the Germans about 
nine o'clock. About midnight a big gun, which was hidden 
about five hundred feet behind us, cut loose with a roar. 
The first time we heard this gun we thought it was a big 
shell coming in and we all ducked and went over to the 
Salvation Army. There we got cups of hot chocolate or 
coffee which steadied our nerves and we returned to our 
labors. This about completed our wrecking on the St. 
Mihiel front. The drive being over, business dropped off 
considerably. Soon after this we took our wrecker and 
went over to the Argonne. We had a great deal of work 
to do in that country because of the light construction, lack 
of ballast and the generally poor condition of the line by 
reason of the excessive rainfall. 

I will mention one night's work in this sector as an 



instance of what the wrecking crew had to contend with. 
We were sent to Romagne, arriving there on November 8th, 
and started moving rations for the 2nd and 89th Divisions 
from Romagne to St. George and a siding near Andevanne, 
a distance of 17 kilometers. The track was in very bad 
shape, having been badly shot up. On November 9th, at 
9.00 P. M., we left Romagne with fourteen gas tractors and 
42 cars of rations (about 300 tons) for the 89th Division. 
The only man who had been over the line was the man on 
the leading engine. We had gone but five kilometers when 
his engine left the track and was in such shape that it had 
to be tipped over into the ditch to clear the main line. We 
then proceeded slowly until finally the leading train re- 
ported that they had found the end of the line at a road 
crossing. We went up and found a log across the track, 
which upon closer examination proved to be a tree which 
had been felled by an enemy shell, blocking both highway 
and railroad. About that time, some trucks happened 
along and with their aid the tree was pulled away and 
rolled to one side. We arrived at our destination about 
one o'clock. On the return trip things commenced to go 
to the bad and when daylight came we had two engines 
tipped over and two engines, double heading, in a shell 
hole. It took us all day to get our five engines back on 
the track, but they were on the job again that night as if 
nothing had happened. 



Telephone Cooiinriiuieiiesitioe 



Realizing the impracticability of placing telegraph oper- 
ators at each block station or shack, as they were called, the 
21st Engineers decided to block their trains by telephone. 
They belonged to no division and could not depend on the 
detachments of Signal Corps who might be in the vicinity, 
so a telephone squad of our own was required. It was also 
found aecessary to keep the different companies and de- 
tachments working over a wide territory in direct com- 




/ inc in Foret dc la Reine 



munication with their headquarters, where the work was 
directed. The success with which our little telephone squad 
met these requirements caused other outfits in our vicinity 
who were associated with us in our work to desire com- 
munication with our switchboard. The Signal Corps recog- 
nized our little system as of some importance and gave us 



lines to their principal exchanges. By slow growth we thus 
took a place in the telephone system of the A. E. F. and 
became so far as we know the only non-signal corps regi- 
ment to handle the telephone work for any section of the 
great system. 

The telephone detail of the 21st was twelve men. For 
a time, during the offensive there were as many as forty 
men in the detail. The majority of them were telephone 
men in civil life and with but few exceptions the original 
twelve remained with the detail for the duration of the war. 
Line patrolmen at the front did not necessarily require an 
extensive knowledge of telephony. The main requirements 
of a patrolman was to be able to quickly locate a break in 
the line and to work under adverse circumstances. 

Shell fire was the lineman's worst enemy, a seventy-seven 
shell breaking 5 meters away would tear down the line. 

All lines in the active territory were strung on 18 
stakes, and this wire was insulated. At the beginning we 
used the U. S. Field wire, 11 strand steel, 1 strand copper 
and well insulated. No. IT R. C. twisted pair was also 
used but it did not give good field service as wire would lay 
on the damp ground for long periods. 

When the line gang first started to work material was 
very scarce. The first line was built with No. 15 soft drawn 
iron wire on French poles, American brackets and in- 
sulators were used. After this line was completed a requi- 
sition was sent to S. C. for No. 14 iron wire and other neces- 
sary material. Some trouble was experienced in getting 
this wire as the 21st was not at this time recognized as a 
Signal Detachment. But after the switchboard was in- 
stalled, the importance and efficiency of the organization 
was recognized and from this time on was much easier to 



(68) 



secure material; in fact, all requisitions were filled without 
question. The Signal Corps and 21st Engineers from 
this time on, worked together. 

During the first days of the telephone squad, each line 
came into a different office. This, of course, caused con- 
fusion and a W. E. No. 1 cordless switchboard was installed 
at headquarters to take care of our lines and drops to the 
more important offices in the building. This board ac- 
commodated ten lines with five conversations possible at 
cue time, but we soon out-grew this and a second No. 1 
cordless board was "cut in" parallel with the first board. 
This effect was accomplished by connecting the supervising 
drops of board No. 1 to board No. 2. This gave us a line 
capacity of twenty, but the instant conversation capacity 
remained at the original five. For the operation of these 
boards and the telegraph line that connected us with the 
Signal Corps telegraph system, we used five men, the third 
or night trick man handling both telephone and telegraph 
and receiving daily work reports. 

Three weeks before the St. Mihiel drive commenced, 
the linemen were very busy building lines to ammunition 
dumps and extending the old lines. The night before the 
drive commenced a. large amount of material was stored at 
Ansonville and Menil-la-Tour, 250,000 feet of No. 17 
twisted pair and 88,000 feet single field wire. This was all 



used in the line to Woinville and Thiaucourt, twenty-eig 
kilos being strung in the three days following the advance. 

Shortly after the St. Mihiel drive, the 21st Regiment 
Engineers was ordered to the Argonne. Packing emergency 
material on a F. W. 1). truck and leaving the rest of the 
material to be transported by rail, the gang moved. At 
this time there \v;n no telephone communication for 
I.. 1\. in the Argonne. 

The French were building from Dombasle to Es 
The 21st made camp at lorn- and built a first class field 
line to Montfaucon. Much trouble was experienced on 
this line because of constant movement of artillery and 
tanks that wen- continually tearing down the wires. 

Leavine two men to shoot trouble, the remainder of 
the gang moved to ('hippy and commenced construction 
of a line from Chcppy to Grand Pre. There was much 
work to be done at Yraincourt and there was shifting of 
men to build the necessary lines to headquarters. 

The night the second drive was started a direct line, 
twenty-eight kilometers long, from headquarters at Yrain- 
court to Cheppy, was completed in twenty hours, giving 
headquarters connection with all the scattered detachments. 

The linemen worked steadily for twenty-eight hours on 
this line, and after a few hours* sleep, work was commenced 
from Apremont north. 



Work of the Electrical Department After the Armistice— 

Teelhimieal History 



ner G, Price 



The signing of the armistice caused the stopping of 

further work in the Argonne sector, and a small detach- 
ment of telephone men were ordered to Confians, on Novem- 
ber IT. 1918, to place in operation lines of communication 
for railroad service between Verdun and Confians, and 
between the latter place and Briey, .Met/. Audun, Longuyon 
and Longwy and intermediate points. 

We arrived in Confians on the 18th and started at 
once on the line to Verdun, much of which, out in the 
open country, was in good repair, but near stations and 
in the area of shell fire the lines were badly wrecked. 
In the Confians yard they were in very bad shape, and for 
fast work we strung twisted pair field wire for all of our 
circuits from the edge of the railroad yard into the depot 
building. Shortly after our arrival, the work was taken 
up by the 56th Engineers in conjunction with the 21st, 
and as the lines toward Longwy, Briey anil Metz were 
in fine condition, it was only a short time until communi- 
cation was established with all these points. In some cases 
the old German instruments were still intact and in opera- 
tion. In a majority of cases it was only necessary to 
pick out a pair and track it through, perhaps stringing 
in a small section of "twist" now and then to have a 
good circuit. Later, we took over the entire maintenance 
and operation of the lines of the division and maintained 
same with a forty-drop board at Confians and smaller 
hoards at Longuyon and Audun, until relieved, some time 
in December, of all telephone and telegraph work by a 
detachment of the 414th Telegraph Battalion. 



In addition to telephone work, it was necessary to 
restore electric lighting to the various railroad stations, 
yards and shops. We started in a small way. using a 
French 17 KW gasoline generator set, installed near the 
station at Confians. Practically all of the wiring in the 
building had been destroyed and here again our much 
used American twisted field telephone pair played a big 
part until we could get some copper wire from the S. O. S. 
The lights do not burn very brightly when field telephone 
wire is used, hut we needed some light. Later we put in 
good copper circuits and used a No. 17 copper twisted 
pair for inside wiring, as it did not have to pass an 
American underwriters' board. It gave fine service. 

As soon as the French gut their power circuits in 
working order throughout this territory, we obtained ser- 
vice from their 10,000-volt lines for Confians. Baroncourt, 
Audun, Briey and several other places. At some of the 
places we used power for shop work and pumping water. 
In nearly all cases we made our own transformer instal- 
lation, and built our own lines, as the French were short 
of both men and material. The regiment was to he con- 
centrated in Labry, at an old French army post, so it 
was up to us to light the place. Circuits were strung and 
lights were installed. Then we found our voltage low, 
owing to the extra load involved. We moved the old 
generator set up and worked in a cut-in and cut-out system 
for the more important circuits, supplying sufficient voltage 
to these from dusk to eleven o'clock. The remainder of the 
time thi' circuit was energized by the French power. 



(69) 



rVi2" J 1 «-i rJ- , 



■ Z\ fe lL*.»=-r«! a../- bo'o-c 

"C 11. G.\» V.0 I 




7tH[ [| tLJ 



z"«.s" t.\ p<^t 



'S* D'fr. Y L E_<" 



2»6" P I L 3 HM»J; 



til 



JlUKH 5lt(, 



ZVfc' J I 



(l^HJI tl^t i £AT 1 1 * 



o 



UH; U 



IV. It! 



N IL» » H » <| 




T 1 E 1 1 1" 



U m< 1 1_ 



il (ift-LV. \ Bl • 



IL V ft L t W k L L 



ft S, T 1 *" L 



L 1. t V * T I H 



4 



- L- a 



xxj-iiti^j- 



-=*■■>• — 



I 



15 FtET-J 



-w~ 



D i a r L C 



i> 



t l_L I 5 l)- T Fl*TF0E.I^ 



ft B_ T I ft- L 



L ft K 



•T T f 



L N 



U I - yiUttHif III JlUUllN 

-7 o ia r-ln l it t n - 

LLILlHQ'lllPT-ZljT-LHMylEtJLJ^ \k5-ft L M Y 

1) il ft vi h By V.fc- Jt • s t— 



(70) 



Medhaoiieal D©partm©et 9 2 1st R©gim©et Eegleeers 

(L. R.) 



By Albert J, Link, 



E. 



The mechanical department, in charge of Captain 
M. M. Sheedy, was called upon to build, as well as repair, 
machinery of all kinds. Shortly after our arrival in 
France, a detail was sent to La Havre to choose the ma- 
chinery for the Sorcy shops. Early in March the following 
machines were installed: One shaper, one planer, one 
12-inch lathe, one 14-inch lathe. A single cylinder gas 
engine served as the power plant. Thus equipped, we 
started operations. 

Water next received our attention. To obtain this it 
was necessary to dig a well twelve feet in diameter and 
forty-eight feet deep. We laid 4,000 feet of 4-inch main 
to a reservoir and 7,000 feet of distribution pipe to four 




Wye at Boucq 

standpipes, twelve barracks and to twelve faucets in the 
yards and shops. To pump this water we installed a 
two-stage centrifugal gasoline motor-driven pump having 
a capacity of 200 gallons per minute, and one single-stage 
centrifugal motor-driven pump having a capacity of 6,000 
gallons per hour. The water consumption was 85,000 
gallons daily. This work was completed in thirty days. 

About February 15th the first locomotives arrived. 
These were of the gasoline 35 h. p. type. Shortly after- 
ward the 50 h. p. type were received. After making minor 
adjustments, these locomotives were placed in service. 
Having no spare parts, we were obliged to make all repair 
parts in our machine shop. At the time of the St. Mihiel 
drive we were operating 126 gasoline engines in the Toul 
sector. 

We were given a standard gauge yard derrick of 
English make which we assembled and used in handling 
our cars, which arrived about April 1st. We received 105 
flats and fifty-five gondolas, having capacity of 22,000 
pounds each. 

We assembled the cars at the rate of eight cars per day, 
driving ninety-two three-quarter-inch rivets in each and 
placing brasses in all trucks, fitting up brake rigging and 



standards and placing bodies on trucks. The gondolas 
had no device for holding the drop doors, so we made pat- 
terns and cast iron grab locks. These were so arranged 
that, regardless of the load bearing against the doors, the 
locks could be released and the doors dropped. It was in 
the gondolas and flats that most of the ammunition was 
taken to the front. It was possible to load 248 six-inch 
shells, each weighing ninety-four pounds, on one of these 
cars. 

After completing the work of assembling cars, Captain 
Sheedy conceived the idea of equipping the flats with 
stretcher bearers or yokes which would accommodate not 
only our stretchers, but also those of our allies. These 
yokes were suspended from standards in such a manner 
that the stretcher would swing clear of the car body, thus 
permitting the transportation of wounded with the least 
amount of jolt or discomfort. When not in use, these 
yokes were carried underneath the body of the car. 

It required three minutes' time to convert an ammu- 
nition or ration car into a comfortable ambulance car having 
space for eight stretchers. It was in these cars that very 
many of the wounded were moved to the hospitals or the 
standard gauge and Red Cross trains. 

About April 15th the steam locomotives arrived. They 
were of the saturated 2-6-2 type, cylinders 9 by 12 inches 
and carrying 1T8 pounds of steam. These engines were 
fitted with side tanks. The coal bin, rear end, had a 
capacity of 1.700 pounds. We had no repair parts for 
these engines, so we made patterns and had steel, brass 
and cast iron castings made at the French foundries. The 
vapor machines, as our gallant colleagues, the French, 
called our steam engines, often derailed when trying to take 
a 20-meter curve. After making steel rockers, which we 
stayed into the trailer springs, thereby raising the rear 
end of the engine and replacing the forward pedestal 
wedges with dead wedges, we found that they would curve 
quite freely. 

While meeting these unusual railroad conditions, which 
frequently taxed our organization to the limit, we were 
required to do much mechanical work for the First Army. 
We designed and built mooring pedestals for machine guns, 
apparatus for cutting barb wire entanglements, braces for 
men with broken limbs, supports for men with bullet holes 
in their necks, carriages, supports and apparatus for 
men with body wounds, also brackets and trolleyed yokes 
for the serious rases, which were moved to the S. O. S. We 
were called upon to make repairs to aeroplanes, motor 
tracks, tanks, tractors, stone crushers, air compressors and 
diverse other machinery. In addition to this work, we made 
all special crossovers, switch points and compromise joints, 
besides many of the switch stands and track bolts used by 
the construction department. 

After several months of operation, it became evident 



(71) 



that the practice of filling gasoline tanks by hand would 
have to be discontinued, so we installed a filling system: a 
1,500-gallon gasoline tank was placed fourteen feet under- 




Interior Machine Shop. Sorcy Care 

ground. This for protection, for we were being bombed 
regularly. Km- the purpose of accommodating pump 
plunges, a special supplementary well was sunk six feet 
underground. The daily gasoline consumption was 1,200 
gallons. 

Upon completion of this work, we built a system sup- 
plying water to Mobile Hospital No. 29. Another system 
was put in the prison camp at Ligny, where 3,000 prisoners 
were handled daily. The water consumption was 15,000 
gallon^ daily. A similar system was put in the prison camp 
at Pagny. 

Midsummer found us operating quite successfully, in 
spite of the fact that our steam engines would not burn 
the coal which was mostly slack, hut would draw it i'it-> 
the flues, stopping them completely. To prevent tin-. 
holes were drilled into the fire box door, supplying the 
necessary overdraft. Nozzles were made for the exhaust 
stand that not only split the exhaust, hut caused it to 
rotate through the stack and come out in rings of steam. 
The boilers required much attention, for when on the road, 
water was syphoned out of shell holes. The doughboys 
would wash in the water, leaving it very soapy, so that 
when used in the boilers it caused foaming. Sand w a 
scarce, yet altogether necessary, especially on the 15-pound 
steel, for here the tractive effort exerted was so much 
greater than the adhesion between driver and rail that the 
drivers would slip almost constantly. This caused myriads 




I ! ' Repair Shop, Sorcy Gare 

of sparks to ascend skyward from the stack. It was this 
sparking, together with the Hashes from the fire door, that 
made our locomotives so undesirable for night work, not- 



withstanding the fact that one misinformed writer in the 
United States explained that we used these engines at 
night only. We operated eighty of these engines in the 
Toul sector. 

After the St. Mihie] drive of September 12th, our 
shops were moved to Dombasle, in the Argonne. Con- 
ditions here were even worse than in the Toul sector. The 
Germans had built the railroad and had placed extreme 
elevations in the curves. Innumerable derailments caused 
much delay, for it was very difficu.lt to rerail our equipment 
on German high steel. The French, who were operating 
jointly with us, used ratchel .jacks for retracking. This 
method did not satisfy us. so we designed buzzard wing 
rerailing frogs. These were made of steel and proved 
invaluable, for they eliminated much of the hard work and 
the time required to rerail was reduced considerably. 

The water situation was had and almost all the water 
had to 1)0 syphoned from shell holes. The Germans had 
syphoned all the water out of the holes nearest the track, 
so we had to reach out to those farther from the rail. 
The syphon hose with which our engines were equipped were 
faulty in construction. They were of the two case type 
with a coil shaper spring between the inner and outer shell. 
When creating a vacuum in the hose, the inner lining would 
collapse, thus closing the hose up tightly. The Germans 




Sorcy Blacksmith Shop 

had left some paper hose, which, after being coated with 
paint to seal the pores, was used as extension line, making 
it possible to reach the isolated shell holes. 

Immediately after the signing of the armistice, we were 
sent to Longuyon to take over the standard gauge railroad, 
which the Germans had held for four years. Here we 
found tilings in a bad condition, filth and disorder every- 
where. The water system had been partly demolished, the 
reservoir punctured with bullets, the piston pump filled 
with an assortment of monkey wrenches, open wrenches 
and scrap iron, the thrust on the centrifugal pump was 
moved out of alignment, thus making it impossible to create 
a vacuum in the suction line. The motor was grounded. 
The wires on the switchboard were either disconnected or 
crossed, and the piston head in one of the engines was 
loosened so that when starting it punctured the cylinder 
head. This pumping plant, when in order, had a daily 
capacity of 500,000 gallons. After thirty hours' repair 
work, we started supplying the locomotives with water. 
The coal derricks, too, were put out of commission, so we 
were obliged to shovel the coal into the tenders. 

We enjoyed a privilege that seldom falls to the lot of 
the railroad men; that of going into an engine house and 
choosing power, for the Germans had left thirty-five loco- 
motives of cither French, Belgian, Dutch or their own 
make. Having chosen a German superheater, we made 
the first trip to Conflans. The track was intact, with the 



(72) 



exception of that blown out by bombs in the yards. After 
returning to Longuyon, we were ordered to Longwy. We 
found the tunnels mined, so we were forced to postpone 
the trip until demolition plants had been removed. At 
Longwy, things were in a bad way for us. The switches 
were disconnected, the interlocking plants inoperative and 
forty-eight engines were parked on the main line. The 
pump bearing oil rungs were removed and the oil boxes 
filled with sand. After fifty hours' work, we had things 
in such shape that we started moving refugees and pris- 
oners released by the Germans at the rate of 8,000 per day. 
After several days the Army of Occupation moved in, and 
we handled their equipment as well as rations. After one 
month of operation, we were moved to Audun. This place', 
like the others which the Germans had held, was in bad 
shape. Wires to transformers were cut. The monster 
machine shop was reduced to a junk heap. All leather 
belting was removed, gears were stripped, machine ways 
and carriages broken. The steam pumps were disconnected, 
the boiler head holts loosened, permitting the ring to blow 
out, the volt and ammeters were taken from the switch- 
boards, the brushes taken out of the motors and the release 
valves removed from the suction lines. After twenty hours' 
work, we started pumping water. The plant, when in 
working order, had a capacity of 250 gallons per minute. 
Our experiences were so altogether varied and thrilling 



that it would be an injustice to both officers and men if 
we failed to record the spirit with which they entered upon 
the hardest and most menial work, as well as the most 




Derailed Narrow Gauge Car North of Mont Sec 

complicated. A great cosmopolitan group, representing 
almost every State in the Union, recruited from railroads, 
laboratories, testing plants and factories, these men who 
delighted in solving the problems so foreign to those of 
civil railroading. While they may drop back into the 
oblivion of civil life unheraled and unsung, yet they have 
the satisfaction of conscience that goes with work well done. 



Albaiinrville Shops 



The light railway central shops and yards were con- 
structed at Abainville (Meuse), a village of about two 
hundred inhabitants, forty kilometers soutli of St. Mihiel, 
for the purpose of assembling, storing and repairing light 
railway track, locomotives, tractors, cars, etc., for the 
American 60 cm. gauge railways, and the forwarding of 
the same from the standard gauge railhead up to the 
advance zone. 

On April 9th Companies 12 and 13 of the First Motor 
Mechanics arrived at Abainville and on April 24th began 
breaking ground for the main track to the shops. On 
April 26th the first material was unloaded and May 1st 
witnessed the beginning of actual construction of the plant. 




Interior Machine Shop, Sorcy Gare 

Work continued until June 1st. when the concentration 
of German troops on the St. Mihiel front caused a cessation 
of activities and all buildings which have been erected were 



mined, preparatory to their destruction in case of a Ger- 
man advance, and plans for moving the plant farther to 
the rear were under consideration. A detachment of men 
from the 1st Regiment, Motor Mechanics, however, con- 
tinued assembling equipment during this period. 

On July 27th construction and operation were resumed 
and continued without further interruption until Novem- 
ber 11th. With the signing of the armistice practically all 
construction ceased. Operation thereafter consisted of 
running repairs only. 

The plant, when construction ceased, covered approxi- 
mately ninety acres, being made up of the following units: 
A high duty pumping station on the bank of the Ornain 
Kivei'. a tributary of the Meuse, which comprised two 
motor-driven centrifugal pumps of 5,000 gallons per hour 
capacity, one for emergency use only. Water was pumped 
8,500 feet through a pipe line to a concrete reservoir of 
130,000 gallons capacity, constructed on the hillside above, 
from where water was distributed for general use through- 
out the plant. A drinking water plant consisting of 
twenty-two wells, with one three-plunger, five horsepower, 
motor driven pump raising water into a water tower of 
20,000 capacity. 

The power plant, housed in a steel building, 60 feet by 
42 feet, consisted of three 300 horsepower horizontal water 
tubes, 200 pounds pressure, hand fired boilers erected two 
in a battery and one single, each boiler having a smoke 
stack eighty-five feet high, supplying steam for driving 
two 250 horsepower simple steam engines, directly con- 
nected to two 250 watt, 125 volt, direct current generators. 
The power was used for operating the various machines 
and to light the plant. Two 500 cubic feet capacity air 



(73) 



compressors at 200 pounds pressing were steam driven. 
The exhaust steam from the engines was utilized in feed 
water heaters for the boilers. Live steam was used to heat 




Mobile Machine Shop at Sorcy Gare 

the offices and quarters. The power plant was spanned 
twenty feet above the floor by a five-ton hand operated 
crane used in assembling and repairing the engines. 

The shop superintendent's office, with a drafting room 
above, and store room, were housed in a steel building 150 
by 42 feet with a wooden partition forty feet from the 
west end separating the offices and drafting room from the 
store room, which contained a complete supply of tools and 
material necessary for the repair and maintenance of the 
light railway equipment. An addition, 300 feet by 42 feet, 
of wooden frame and steel, was later added to the store 
room. The planing mills, carpenter and pattern shops 
were located in a wooden front and sheet steel building 
250 feet by 42 feet. The machine and repair shops were 
contained in a building 200 feet by 42 feet by 21 feet, 
spanned for a length of 70 feet by a five-ton electric travel- 
ing crane. The car shop was a steel building, 175 feet by 
42 feet, with three tracks for setting up gondola and box 
cars. Another track adjacent was used by a five-ton 
locomotive traveling crane for handling the trucks and the 
car frames. On the opposite side of the shop were located 
three 45 cubic feet, 100-pound pressure air compressors 
used to operate the riveting hammers. In what was termed 
the upper yard, the car bodies, tractors, locomotives, etc., 
were stored and finally assembled in the shops or along 
yard assembling tracks. In the lower yard the rails, ties, 
bolts, etc., were stored. There complete track sections 




Car Load of Ammunition 

five meters long, with steel ties attached, were assembled 
and stored ready for shipment to the front, and included 
not only straight sections, but also curved, switch and 



crossing sections. Two steam locomotive cranes, one five 
and one twenty ton, were used for unloading, handling 
and reloading material in the upper and lower yards. A 
total of 2,307 cars of all types were erected, exclusive of 
approximately 400 dumps, construction cars and speeders. 
The daily output about the time of the armistice was an 
average of thirty-two cars. 

The erecting shop for assembling and repairing steam 
locomotives, a steel building, 42 feet by 200 feet by 28 feet, 
had two tracks, 3 feet 6 inches above the floor level the 
full length of the building, one on each side and one at the 
grade and with a pit through the center. The greatest 
number of locomotives assembled in any one day was nine, 
with a daily average of three for the period, the total num- 
ber assembled being 194. 

The gas tractor, tin, pipe and welding shops were 
housed in a steel building 200 feet by 42 feet by 28 feet, 
equipped with two 10-ton and one 5-ton electric traveling 
cranes. The greatest number of tractors assembled in any 
one was six, the daily average being two. A total of 121 
fifty and sixty-three horsepower tractors were assembled. 
The smith and boiler shops were housed in a steel building 
60 feet by 42 feet. 

The oil house, a steel building, 45 feet by 42 feet, 




Narrow Gaucje Siding, J 'aeon 

afforded storage for all oils, paints and waste. The round- 
house, a wooden frame and sheet iron building, 50 feet by 
60 feet, with an office 12 feet by 12 feet, had three tracks 
running directly through the building, with two inspection 
pits, 5 feet by 5 feet by 5 feet. 

The officers' quarters consisted of three adobe buildings, 
175 feet by 50 feet, connected at the rear by two passages 
double open fireplace into a main assembly or reading room 
twenty-two rooms each. The center building divided by a 
double open fire place into a main assembly or reading room 
and a dining room with kitchen at the rear, completed 
these very comfortable quarters. 

The housing facilities for the men comprised thirty-four 
Adrian barracks used as sleeping quarters and eleven used 
as mess halls, kitchens and company offices. The remainder 
of the camp consisted of a Salvation Army hut, three 
Y. M. C. A. huts, a commissary, three garages and a stable. 

The first organization of the 21st, Company N, arrived 
at Abainville September 21, 1918, and it was followed 
shortly by the Third and Fourth Battalions and Com- 
pany O. At the present time, April 1, 1919, the shops 
are being almost entirely operated by the men of Companies 
G, N and O, located at Abainville. 



(74) 



p* 



-u!£-J^jg± ^ 



-3S 



_L_ 



fl»P.;,l)MWlMti.r.tT(.,ftLE r I L E. IK J"T 1 r r P-dPES-Foi&EP-./. 
,. I i Ai n II ,; 



*iU£L_»i£. 



T 



iu=4 



\ 

\ 



V i t W VJritll ^*JE "J Cl»JE-D \ 




I3fc 



c 



b 



3'-q' 



1J 



-1 



\ 



i— Uf 



D tT fs I L OT JTP. Lflftl L. 



J\Vl. Yt LT I tAL M* P T I II A Q Cut. JlAT 

f MNT t L tYM 1 ON 





1] 



Z'/Z: nZ'/z.- 



m / / 



/ iiJfrr 



H I l ^ 



v. N 



ffi 



t 



J 1 I) t-L L E V ft T I N 



P o j t - - Tuuuul-./ht\ 



































-r 


nn 




. 1 




J-- 












<=>•- 


6" 














-i. 




i^ 


























-i 



rt 



6-^ 



^=^1 1 



--.fl 



-t 



(0 



F L ft N Qf L W E L ft V N K 



f L ft H OF UflL t)HK 



T a J T J 



iiXMixaas^a 1 



m 



IB 



*^ «,l L (J EO.E To K.E 



ii«^N<ll L H ElE To |C. t tP 
IS ^ B.*-T E. I M T 0r <. T . 



hn Khi^ikIiown 

J.HH T ft t K E D r » IL» J tt I P (U « T 



D LT h I L J ~0r~ F V -L-M ft N - & Y N K r r r I U'lftllL 

- - AND-VtJLTICAL-MfrP-Fl LIN d - Ui t_ - 

[ N 6 I N t t L.l N &-D t P T.t ZWT-t M d 1 HII-ILJ- VrJrA HM Y- 

- I) HAW n-&T-VJrlrd ULt H'^Wrft-rJ'T o H f 



(75) 



The Oirgael^atioe aed Work of tin© Supply Departinni©et s 

Tw©ety=Fiir§t Eegae©©ir§ (L R„) 



By Mo E. James No Mac Lstirem 



The Supply Department was organized at Camp Grant 
in the early days when the regiment was first funning at 
that place, and was under the leadership of Major Luns- 
ford E. Oliver. C. of F... U. S. A. His untiring labor 




L. R. Tank Cars (2.000 Gallons) 

permitted the regiment to depart for overseas service fully 
equipped for any contingency that might arise. 

It might be well to state that at the beginning the 
Supply Department faced a different and much more diffi- 
cult task than confronts the ordinary army engineer 
organization. Under the tables of organization that were 
laid down as a guide, the regiment was required to equip 
itself with all the paraphernalia and materials that a regi- 
ment of pioneer engineers would carry. After arrival, it 
was necessary to provide materials for track construction, 
track maintenance and supplies for the operation of trains 
and motor transportation. In addition to the materials 
for engineer work, it was necessary to keep the men prop- 
erly clothed, equipped and armed, while most important 
was the task of keeping them supplied with food. It may 
he safely stated at the beginning of this article that the 
21st Regiment of Engineers ( L. R.) have never suffered 
for want of food, and that they have always been clothed 
and equipped as well as any organization in France, and 
better than many. 

At Camp Grant the work under Major Oliver consisted 
chiefly of clothing and equipping the men as they came in 
from the recruit depots, a good many of them in civilian 
attire, and tin- drawing of the material needed for a regi- 
ment of pioneer engineers, demolition outfits, intrenching 
outfits, reconnaissance material, surveying and drafting 
room instruments and material, photographic supplies and 
the material needed to enable the regiment to sustain itself 
in the field, such as field ranges, tents, tarpaulins, etc. 
In the meantime, while Major Oliver was successfully 
carrying on this work, which, as an afterthought, consisted 
not only in getting the material, but accounting for it in 



the complicated and burdensome method of army account- 
ability, the special technical material was ordered and 
everything was done to hasten its delivery to the port of 
embarkation, from whence it was shipped direct overseas, 
consigned to the 21st Engineers (L. R.), A. E. F., France. 

Practically all of this material was ordered through 
Colonel Milliken's office and the lists were drawn up there 
by Messrs. Evans and Taylor. These lists were placed 
with Mr. A. B. Thompson of the purchasing department 
of the Pennsylvania Railroad Company, and it is due in 
a large measure to his personal efforts that this material 
was secured promptly. Early in November. 1917, Cap- 
tains G. ('. Lightner and J. C. Rill, then first lieutenants, 
went east, charged with the important mission of doing 
everything that could be done to secure delivery of this 
material and get it shipped with the least possible delay 
to the port of embarkation. These officers secured from 
Colonel Milliken's office copies of all the purchase order 
that Mr. Thompson had placed, and during the month of 
November worked practically all the time in an effort to 
have it ready and delivered before the regiment left for 
overseas. 

They faced a difficult problem. Every factory and 
jobbing house with which orders had been placed were 
being rushed to full capacity. The railroad companies 
were congested and it was a difficult problem in those 
days to effect delivery even after shipments had been 
delivered to the transportation companies. They secured 
the material by being always on the job and using 
diplomacy and tact. They solved the problem of trans- 
porting the small shipments, the greater share of which 
originated in or around Philadelphia, by securing from the 




c ar Shops at Abainville 

Pennsylvania Railroad an express car and holding all of 
these small shipments until the last possible moment and 
having the car shipped by express to the port. 

When the regiment reached Camp Merritt it was found 
that the War Department had ordered Major Oliver back 
to Camp Grant and that he could not accompany the regi- 



(7«) 



ment to France. Lieutenant Lightner was named as his 
successor, and as we were still under the above mentioned 
property accountability, the accounts had to be audited 
and the property transferred from .Major Oliver to Lieu- 
tenant Lightner. This was done on December 25th by our 
late Lieut. Colonel Slifer. During the last few days at 
Cam]) Merritt, the supplies necessary for overseas individu- 
ual equipment that were not available at Camp Grant were 
drawn from the Governor Island depot. Some of them 
were not received until the last minute, and there was no 
time to distribute them at Cam)) Merritt, and later on al 
sea the Supply Department set up a storeroom on one of 
the decks and distributed the goods there. While at sea the 
purchase orders placed by the Pennsylvania Railroad Com- 
pany and handled by Lieutenants Lightner and Kill were 
checked over, a system of cross indexing worked out and 
they were listed so that any information desired, sucb as 
what the purchase order covered and who it was placed with, 
what time it had been shipped, when it had left the port 
for overseas, and, in case it had not yet been shipped, the 
time delivery had been promised. Other information that 
it was thought would be needed was made available. 

When the regiment landed at Brest Companies A. I?, 
C and 1) were sent to Gievres, Company E and Regimental 
Headquarters to Nevers and Company F to Jonchery. At 
Nevers the Supply Department established a warehouse 
and moved their supplies into it. Captain Pumphrev. then 
Lieutenant, with a detail of men was sent to the base ports 
to keep his eyes open for the property shipped to the 21st 
Engineers and to see that when it came in it was sent 
under convoy to Nevers. It is due to Captain Pumphrey's 
work at the base ports that the greater share of the material 
sent overseas reached us, as the policy was then being 
inaugurated that all supplies shipped overseas would b( 
pooled upon their arrival here ; that is, taken into some 
base depot, and in order to get it out requisitions must 
be submitted through regular channels. The A. E. F. at 
that time was very far from being well organized, and the 
channels were a dark secret to practically every one. 

At Nevers Company E constructed a considerable 
amount of track and built several barracks. It was neces- 
sary to obtain tools for this work, and they were drawn 
from the warehouse. In addition to the tools needed for 
this job, a stock of tools for track building was drawn 

from the warehouse and in addition, water wagons, i v 

tarpaulins, more tents, as well as such things as field 
ranges, garbage cans, etc. 



About the 16th of February a sergeant and private from 
the warehouse were sent to Sorcy to look after the material 
that would be coming in there and to establish a warehouse 
and get things started. About ten days later the head- 
quarters detachment, including the balance of the supply 
Inuis. • personnel, moved into Sorcy. The material started 




Abainville Car Shops 

In the early part of February a detachment of E Com- 
pany was sent to Sorcy in the Toul sector, and it was 
definitely decided upon by the powers that be that the 
Toul sector was to be the scene of the greater share of our 
labors. The material that had been coming into Nevers 
from the base ports was reloaded and shipped to Sorcv. 




Abainville Material Yard 

coming in very fast. The French military unloading dock 
was pretty well covered by such things as a large direct 
connected generator, a lathe or two, picks, shovels, axes, 
lanterns, water buckets, files, hammers and, in fact, all 
the material needed for shop maintenance and railroad 
construction and maintenance. 

It had been the original idea to keep the material that 
was strictly regimental and special engineer material in 
separate warehouses under different officers, and each 
warehouse with its own personnel, work independently of 
each other. This idea was changed shortly after head- 
quarters arrived at Sorcy, and it was decided to build a 
warehouse with suitable track accommodations, both narrow 
and standard, and unloading platforms to handle the 
materia] and supplies that would be needed. Work was 
soon begun on the warehouse, 165 feet hv 50 feet, and it 
»as rapidly rushed to completion. All the material was 
gotten in, then sorted, classified, inventoried and stock 
record started, consisting of a card system that would show 
the amount exactly on hand, the receipts and issues. 

During the time that the warehouse was being built, 
the organization that handled the material and the records 
in the new office was being formed. While at Nevers the 
supply office received the cheering information contained in 
Genera] Orders No. 74, Headquarters, American Expedi- 
tionary Force, series of 1917, that property accountability 
for field organizations while in France would be discon- 
tinued. This lightened the office work tremendously and 
took considerable weight off the supply officer's mind. 

The regiment at this time was working for, and its 
commanding officer was reporting to, the Director of Light 
Railroads and Roads. The Department of Light Railways 
and Roads soon recommended shipping into Sorcy various 
road building materials, and material for bridges, such as 
pit props, sills, etc.. and a large amount of other material. 
such as ties, rails, bolts, angle bars, etc. In the early part 
of May Colonel Peek was appointed engineer of light rail- 
ways and roads, with supervision over all work of this 
nature in the Toul sector. The regiment up to that time 
had been drawing rations and various regimental articles 
and equipment from the 1st and 28th Divisions, which 
then occupied the Toul sector. Shortly after Colonel Peek 
was appointed as engineer of light railways and roads, it 
was decided that it w-ould be more efficient to draw the-, 
supplies direct from the various depots. The supply office 



(77) 



had, after several attempts, managed to secure through 
Sergeant-Major Donecker a copy of General Order No. 44, 
1918, that outlined the supply system of the A. E. F. and 
cleared up the puzzle of the military channels. 

Arrangements were made to secure shipments of rations 
direct from Is-sur-Tille for the 21st Engineers and for 




Inside the Warehouse 

the 23rd, 28th and 40th Engineers, who were located in 
the same sector, and who were reporting to Colonel Peek. 
Arrangements were also made to ship these rations by 
narrow gauge railroad instead of by truck, as had been 
the method of delivery up to that time. Soon after this 
system was inaugurated it was decided that, as the supply 
needed by the 23rd, 28th and 40th Engineers were similar 
to the supplies used by the 21st Engineers, that it would 
be more efficient to have these supplies drawn through 
the supply department of the 21st, who would fill such 
items of the requisition as were in stock and consolidate 
the requisitions with their own and submit to the proper 
authority for filling. This, in effect, made the warehouse 
at Sorcy a sort of petite army park and all classes of 
material were ordered. 

During all this time material continued to come in 
from the Department of the Light Railways and Roads 
and was unloaded and stored at Sorcy yards under the 
supervision of Lieutenant Charles S. Heebner, who some- 
where around the first of May was appointed assistant 
supply officer, reporting to Captain Lightner. Around 
the 10th of August the First Army was formed and the 
21st, as well as the others under Colonel Peek's supervision, 
were transferred to the chief engineer. First Army. The 
supply department of the engineer's office of the First 
Army followed out the policy used by the D., L., R. & R. 
to ship to Sorcy all kinds of road and railroad material. 
This grew in volume and reached the peak about the 20th 
of August and from then on it was a poor day that did 
not see twenty-five cars of material consigned to the chief 
engineer of the First Army unloaded in the Sorcy yards. 
Part of this material was stored, but the greater share 
was shipped over the narrow gauge and as the time drew 
near for the St. Mihiel major offensive, advance parks 
were established directly behind the lines at strategical 
points and fully equipped with tools and material needed 
for track and road building. 

July 1st Captain Lightner, the supply officer, went to 
the school of the line at Langres and Lieutenant Heebner, 
his assistant, was made acting supply officer. 



During the month of August troops continued to pour 
into the Toul sector and those allied with the 21st num- 
bered between 6,500 and 7,000. These were all rationed 
and equipped through the supply department of the 21st. 
Lieutenant Ivor Kenway was in the supply office to look 
after the interests of the chief engineer's office, and late 
in August Lieutenant Hubbard of the 58th Engineers, 
was sent to the supply office to assist in handling the 
material being shipped in for the chief engineer and during 
the strenuous days when preparations were in full swing 
for the St. Mihiel drive, did valuable work in establishing 
the advance dumps. 

All the time the regiment continued construction and 
operation and in addition established their telephone and 
telegraph service, men from the organization doing the 
work. The supply department had to keep everybody 
equipped. Engineer Wilkinson, in charge of building con- 
struction, had to be kept supplied with nails, corrugated 
roofing, lumber, tar paper, hammers, saws and other sup- 
plies and tools. Engineer Maginn, in charge of masonry, 
had to have cement, lime, trowels, hoes, rakes, etc. Captain 
Sheedy and Lieutenant Chandler, in charge of repair work 
at Sorcy and Menil-la-Tour respectively, had to be 
equipped with such things as emery paper, grinding com- 
pound, oxygen, acetylene, hammers, monkey wrenches, 
files and other shop material and tools. Major Ryan's 
department had the operating end of the game, and had 
to be supplied with gasoline and other operating supplies. 
The Track Construction and Maintenance Department, 
under the direct supervision of Colonel Slifer, needed 
shovels, picks, track tools, track levels and gauges, brush 
hooks and other track material. It took a bunch of sta- 
tionery and office supplies to keep the paper work going, 
and rations had to be kept on the move. The writer 
remembers distinctly making up one requisition and among 
other items it contained one Austin . gasoline road roller, 
three pounds fine emery dust and ten tons of 70 per cent, 
dynamite, while during the same day we made requisition 
for 3,000 suits of clothing and in the office material needed 
occurred the item of common or garden variety of pin. 
A few days later we made requisition for thirty-five loco- 
motives and twenty-five kilometers assembled 25-pound 60 



_g£ 


ft— Mt . A^ 








1 



Freight House, Conflans 

cm. track. An idea can thus be gained of the wide scope 
of materials handled by the supply department. 

Shortly after the reduction of the St. Mihiel salient, 
the 21st Engineers followed the fortunes of the First Army 
and moved into the Argonne. The supply office went t<? 
Dombasle and Regimental Headquarters to Vraincourt. 



(78) 



This was an ideal arrangement from the supply office's 
viewpoint, and the writer recommends that in future wars 
regimental headquarters be stationed about fifteen miles 
from the supply office. At Dombasle the work consisted 
merely of supplying the 21st with the necessities for rail- 
way operation and track maintenance, clothing and rations. 
Shortly before the armistice was signed, Lieutenant Heeb- 
ner was relieved as supplv officer and Captain H. C. Dudley, 
from Colonel Peek's office, First Army Headquarters, was 
named as his successor. It was intended at that time to 
establish at Dombasle a warehouse and yard similar to 
the one in Sorcy that would handle all light railway 
material for the First Army. The signing of the armistice 
prevented this arrangement. Shortly after the signing 
of the armistice, the regiment moved to Conflans and was 
transferred to broad gauge work. There the work of the 
supply office consisted in supplying the regiment with 
rations, clothing, etc., the material needed for the railroad 
work being handled by the supply department of the 2-±th 
Grand Division, Transportation Corps. 

It would hardly be fitting to close this article without 
mentioning Inbad, the tailor, who is soldiering in the 
army under the alias of Jerry. Jerry, before the war, 
was a first class tailor in Chicago. He has been the regi- 
mental tailor since the days at Camp Grant. We also 
want to make mention of the work done by Gottfried 
Schneidman, commonly known to his friends as Van Carl, 
who has been the regimental shoemaker. At Sorcy and 
Dombasle the regimental tailor shop and the regimental 
shoe repair shop were under the supervision of the regimen- 
tal supply officer and both of these shops did very effective 
work in repairing clothing and these men have worked 
faithfully and well for the regiment. Inbad has been 
assisted by Frisky Risky Riska. Little Friska's chief occu- 
pation is hitting the ball and saying little. When the regi- 
ment moved to Conflans it was found necessary to find 
room for both of these shops in some building other than 
the warehouse, due to lack of room, and the shops have 
been under the supervision of the adjutant. When these 
two shops left the protecting wing of the supply office they 
fell into dark days. The poor tailors have been compelled 
to spend considerable time in the guardhouse. Why they 



were compelled to do this seems to be a bit of mystery, 
but we understand that officers' uniforms intended for some 
sales commissary with the Army of Occupation on the 
Rhine disappeared from the car in which they were travel- 
ing and it is claimed by the M. P. that these uniforms 
were found in the regimental tailor shop. The fact that 




Ration Train, Sorcy Yard 

the accusation is made by the M. P. sort of militates 
against it, and we are very much inclined to believe, well, 
let us be charitable, and say that the M. P.'s have been 
badly mistaken and we hope that Inbad will soon be set 
at liberty. 

Mention should also be made of the close co-operation 
given this regiment by Captain L. M. Fryer, railhead officer, 
and Captain H. L. Kyle, rail transportation officer at Sorcy. 
Both of these officers were always read}' to help the 21st 
in any way. Captain Kyle acted as liaison officer, smooth- 
ing our path with the French railroad authorities, prevail- 
ing upon them to occasionally move a freight car over into 
our yards and keeping us posted as to what was on the 
road for us. 

The supply department has always been rather busy 
endeavoring to dispose of the articles that they have 
"picked up*' in their wanderings, and at the time of this 
writing the storehouse is practically empty with the excep- 
tion of two days' emergency rations and a very small 
amount of clothing, and we hope that in a very few days 
that we will dispose of all of this material and have nothing 
to do but stick our hands in our pockets and go home. 



'© 



n cm 



C. § Elliot 



A new phase of railroad operation in France was 
experienced when the 21st was attached to the Transpor- 
tation Corps for duty. The lines selected for operation 
were those of the Chemin de Fer de l'Est, extending from 
Conflans, through the Briey iron district, to Audun-le- 
Roman and Longuyon ; from Conflans to Longuyon via 
Baroncourt, and the branch, Baroncourt to Audun-le- 
Roman and Villerupt near the Luxemberg-Lorraine 
borders, a total main line mileage of 110 kilometers double 
track and twenty kilometers single track. These lines had 
been operated by the Germans since the beginning of the 



war and were abandoned only after the signing of the 
armistice. When the 21st arrived at Conflans, about 
November 25th, it was found a great deal of work was 
necessary to put the railroad in condition for operation. 
The round house and shops at Conflans had been struck 
by shells and debris lay in great heaps on the floor. 

Of the thirty-two stalls in the round house all but 
three or four were filled with wreckage and rubbish, and 
of the six tracks leading into the round house and machine 
shop, only three or four were in a condition to be used. 
In the vard, the lead tracks and switches were blown out 



(79) 




Revised 
Dec. I, I9IS. 



STANDARD GAUGE RAILWAY5 

Vicinity or Conflans 
21- Regiment Lngineers, light railway 
U 5. Army 



i i i i i i i i i i i 



Scale 



lOlW 

_l 



£>■* [fJ3fr-r- 



(80) 



and station buildings and right-of-way littered with refuse. 
The terminals at Longuyon, Longwy and Audun were 
in much the same condition, round houses and machine 
shops in a state of chaos, tools and belting missing, 
machinery badly damaged, interlock! is and signals every- 
where disconnected or otherwise damaged. 




Passenger Station, Conflans 

As soon as switches could be repaired and engine 
facilities provided, train operation was commenced, the 
traffic first consisting in moving out refugees and prisoners 
released by the Germans. 

The railroad from Verdun to Conflans was repaired by 
elements of the Third Battalion, 21st Engineers, the 15th 
Engineers and other troops about this time, as was the 
line from Nancy by the French railroad forces, and im- 
mediately the delivery of American power and equipment 
was commenced. 

By December 10th the Army of Occupation was moving 
into the Rhine Valley and the lines operated by the 21st 
became a division in the now greatly lengthened line of com- 
munications. In the meantime, an operating force had 
been organized with a general superintendent, division 
superintendent, train masters, train crews, dispatching and 
station forces, a maintenance of way department, engineer 
M. of W., division engineers, signal inspectors, supervisors, 
foremen, etc., a mechanical department with superintendent 
motive power, master mechanics, foremen, inspectors and 
engine house men. 

The rehabilitation of the lines continued and gradually 
the yards were cleared of the accumulation of German 
loads. Ammunition was unloaded at the various dumps 
and miscellaneous material, such as rails, I-beams, ma- 
chinery and lumber unloaded at Quartermaster supply 
dumps. Such German equipment on hand as was accepted 
by the Allied Commission was delivered to connecting lines 
at Conflans, and that rejected was moved back into Ger- 
many by German crews. On January 28th, the lines 
operated by the 21st were organized into the 24th Grand 
Division, Transportation Corps, under jurisdiction of a 
general superintendent, reporting to a general manager, 
located at Commercy. 

At Conflans interchange was maintained by the 21st 
with the 13th Engineers operating the line from Verdun, 
the French operating Nancy to Conflans and the Germans 
operating Metz to Conflans (joint track Battilly to Con- 
flans), and Hagondage to Conflans (joint track, Block 
Orne to Conflans). At Longuyon, interchange was made 
with the French, operating the lines to Longwy and to a 



point beyond Montmedy. At Audun, interchange wa.s 
made with the Germans, who, according to the terms of the 
armistice, handled the American trains from Audun to 
Coblenz. Owing to interchange and joint track operation 
with German crews, pilots and interpreters had to be pro- 
vided. Investigation disclosed a sufficient number of Ger- 
man speaking men in the regiment for the purpose. 

Traffic on the Longuyon line to a great extent was that 
of supplies for the Italian and French Armies in Belgium 
and Germany. A daily passenger train and French anil 
Italian "permissionaire" trains were also handled on a 
regular schedule. The special train of the King of Italy, 
likewise, made a trip or two over this line, en route to 
Belgium. While the Audun line ran through the heart 
of the Briey iron fields, industry was yet paralyzed, and 
except for a few coal trains and local supply trains, prac- 
tically no business was handled except Third Army sup- 
plies. Traffic southbound consisted principally in move- 
ment of empties, many of which were a portion of the 
150,000 cars which were to be surrendered by Germany 
to the allies. These cars were marked with a broad white 
stripe across one corner together with the number of the 
sub-commission making the acceptance. A large number 
of engines were also surrendered to the allies here, some 
of which were moved into Belgium via Longuyon. There 
was no passenger service on the Briey line except for a 
German passenger train operating over the joint track 
from Block Orne to Conflans. One passenger train each 
way also operated from Metz to Conflans via Batilly. 

While it appeared that the paralyzation of industry 
in the Briey district was due to the removal of machinery 
by the Germans to some extent, the lack of labor seemed 
to lie the principal difficulty. Whatever the reason might 
have been, practically no operation of the mines was evident, 
and activities were confined to keeping water pumped out 
of the mines. Such civilian population as remained in the 
recently evacuated area was rationed by commissions located 
at Conflans, Briey, Longuyon and certain other points and 
distributed from there to the surrounding villages. Gradu- 



ifl $ \ ifl 



East Tower, Conflans 

ally throughout the area the conditions continued to im- 
prove, the civilians flocked into the towns in greater num- 
bers every week, and when the Chemin de Fer de l'Est 
operating forces took over the lines late in February, 
commercial business was beginning to resume somewhat of 
a normal aspect. 



(81) 



HURRY with that 5tory-We are 
going to press. Forms close Mar 8. 




M**£] 



(82) 




Wllffljilii 



The Orplhae ]R©giinni©eit 



It's a name I'm kinder proud of 

Yet sometime I often think 
That the man who got it started 

Put the Regiment on the blink. 
It was nice to hear ladies 

Pull a sentimental sigh 
For poor Light Railroad Orphans 

Who were out to do or die. 

At Camp Grant the City papers 

Put up some lovely mush, 
How the boys from all the railroads 

Had been recruited in a rush. 
How Firemen and Hogheads 

Brakemen and Conductors, too, 
Were going to work in Harmony, 

A wonderous thing to do. 

And the girls would come and loiter 

Where they could best be seen 
When we all had mumps and measles 

And stuck in quarantine. 
But at last we all got started 

And crossed the Briny Deep, 
Of Course we missed the subs 

And also missed our sleep. 

So we landed at Brest 

Instead of St. Nazaire, 
The 'subs' had shot things up around, 

As soon as we got there. 
But later at Nevers 

We had a breathing spell, 
They started us at work and drill, 

Which both at once is hell. 

Then one day we got to Sorcy, 

And at the Front we were at last, 
All our wonderings were ended, 

Our rooky days were passed. 
And the Hogheads and Conductors 

In harmony did dwell. 
Tamping ties and digging ditches, 

And cussing pretty well. 

But soon like all orphans, 

Brought in this land of woe, 
We learned right young to help our- 
selves 

Wherever we should go. 
The Army needed lots of things, 

The Railroad needed more. 
They stuck us in there all alone 

To shout till we were sore. 



What the Army needed 

The Army always got, 
The railroads somehow seemed to 
grow, 

The orphans knew a lot. 
Every Regiment and Battalion 

In the sector and without 
Would come to us when they were 
short, 

We never were without. 

How we got it was a mysterv 

Those days we were at war, 
It was then not, how you got it, 

Get it quick and get some more. 
Get the work done in a hurry, 

Help others if you can. 
Well, we had it and they got it, 

And we helped them all to a man. 

When the rush was at its thickest 

There was no idle jeers 
At camouflaging methods 

Of the Railroad Engineers. 
It was "They are the boys to help us, 

And they give us what they've got, 
And it's willingly they give it 

Without the red tape rot." 

Well, boys, we were just orphans, 

When we left the place behind 
And started for the Meuse-Argonne 

Where things were not so kind. 
And when the war was over, 

We got our usual luck 
Someone slipped us standard gauge 

And passed the usual buck. 

Then we had our greatest sorrow. 

Colonel Slifer went West. 
And we lost our grand old leader 

The one who loved us best. 
Well, we've had our joys and sorrows, 

And took all kinds of luck, 
Some have liked us, some have hated, 

Others have merely passed the buck. 

And now the thing's all over. 

I'm not raising lots of cheers. 
For soon I'll lose some damn good pals 

Amongst the Engineers. 
I like the Orphan Regiment, 

But I am here to tell, 
Who got the name first started 

He surely did raise hell. 



(83) 



korj of tin© Presideimt Graet 



Lieoteesiimt A, G» Spnirr'§ Diary 




I T WAS nearly six before we crowded into 
the two trains and set out for Hoboken. 
It was ten when we stood within the Ham- 
burg-American line docks, but we were 
soon told to go on board and stay there. 
Our cabins were cozy, if not commodious. 
Lunch was welcome and well served and 
soon the order came to stay off the decks and we were 
swinging away from the pier and down the harbor on our 
way over. Our ship, the U. S. S. President Grant, had 
borne the same name in the Hamburg-American service. 
Not a speedy craft, she displaced 18,000 tons and accommo- 
dated some 5,000 men on this particular trip. The 21st, 
the 30th Engineers, and the 303rd Stevedore Regiment, 
the latter a negro regiment of the Ordnance Department. 
We went down the harbor about 4 p. m. with lights out 
and every one below. As many of the fellows had never 
seen the harbor, it was rather a hardship not to be able 
to watch the sights, but I saw the old girl through a 
port hole and some of the familiar sights down about St. 
George. When dusk had changed to darkness, we were 
hovering about Sandy Hook and Scotland Light waiting 
for our convoy, the Pastoria of the United Fruit White 
Fleet and the old cruiser Rochester, formerly the New 
York. And when dawn hit us we were on the deep and 
briny and getting our sea legs. 

The primary difficulties were the mess and the guard. 
There were so many men to feed, some five thousand in all, 
and the messing space so limited that there had to be two or 
three different hours for feeding and special guard regu- 
lations to see that the men did not repeat. Two meals a 
day were all they were served, as it was simply adding 
fodder to the fishes. And then, too, it was not physically 
possible to get the requisite amount of exercise and so we 
sometimes went hungry, particularly when the system was 
first imposed. A system of traffic cops was necessary to 
keep the men moving in the right direction and to prevent 
repeating. 

Those first few nights of safety were great in their 
beauty and charm, but lacked the necessary girl on the 
arm to make them real and reel, but we did our best by 
love songs and carols to make them go. They sure went 
when they put in the rule of lights out at 4.30 each night 
and none till after sun-up, which made the art of dressing 
one of ingenuity. That was easily avoided, however, as I 
was soon put on guard duty in the hold from 8 p. m. to 
4 a. m. Sullivan and Spitteck were my guards and fur- 
nished many a good laugh and jest. The duty of the 
guard was to preserve order and keep the place clean and 
assist in the abandon ship drill. The second day out 
found us studying the pretty art of abandoning the ship 



in the most approved manner. Each man was assigned to 
a boat or raft, according to station in the army and on 
the ship. Seven officers and a navy crew to each boat and 
twenty-eight enlisted men and fifteen men and one officer 
to each raft. As time goes on, this ship becomes more 
abandoned. This is true in many ways for each night 
found the devotees of chance at the festive boards issuing 
I. O. U.'s or receiving them as the luck shifted. At a 
given signal all are supposed to rush quietly and keeping 
to the right to the station assigned. From my post in 
the hold it was a long grind through the niggers to get 
back to my abandon ship station at post 13 and boat 13. 
I think that lucky as some of the fellows got rafts. This 
abandon ship drill is one of the most dependable feasts on 
board this ship. I have never before sailed with so much 
abandon, but I hope that there will not be the necessity to 
make the drills in earnest. 

The practice of turning out the lights at 4.30 p. m. 
was a precaution against the wily Hun. This is supposed 
to take place at sundown and turned on again at sunup. 
The only light is a faint blue like the photographers use. 
but not quite so intense. It gives the appearance of twi- 
light and makes you grope your way around. You feel 
for the various landmarks on the boat and just as you are 
feeling good some sentry yells "Halt !" in that irritating 
manner it seems possible to acquire only on shipboard. 
It is very disconcerting, to say the least, to have to halt, 
explain who you are and why you are where you are and 
then start feeling your way along again like you were 
pkaynng a grown-up game of blind man's buff and many 
a buffet I have had particularly when I ran against a door 
suddenly thrown open. I tried to stop it with my fore- 
head, without any visible good being accomplished. 

This was my pet grievance against going on guard 
down in the hold every night as it took me so long to get 
there. Down in the dim dark of the hold, however, things 
went better, as there was always a song or a good talk 
with Sullivan, whose rambling days had given him a store 
of experiences well worth hearing and an opinion of value. 
There was a string quartette which I took particular joy 
in discovering and later introduced to the select society 
of the mess hall at an occasion to be mentioned later. 

One day, just when I had helped myself to the corned 
beef and beans, there came an abandon ship alarm and the 
news soon flashed that this time it was the real thing, so 
for an hour we stood beside the guns and the boats to sight 
any subs. There was a cry, "There it comes," and all 
eyes were leveled at the finger indicating the spot and the 
gun trained rapidly on it. It was a breathless moment. 
Breathing was suspended, the stirring about ceased, the 
silly chit-chat was stilled and all eyes riveted on the spot. 



(84) 



Up came the black object and then a spout of water and 
with relief we heard it was only a porpoise, or rather a 
school of them. The No. 2 gun, however, was completely 
fooled and fired and the result was it ruined completely the 
appetite of at least one porpoise, not. to say the porpoise 
itself. 

About this time it was decided very quickly to stage 
a series of vaudeville shows in the various eating compart- 
ments on the boat. Captains Mansfield and Sheedy win 
in charge, but I somehow got caught in it and before I 
realized it, was composing more verses for the Army 
Engineer and next was assigned as musician for an 
impromptu quartette that was to sing to them. There 
were fourteen numbers on the bill for the officers' mess. 

Lieutenant Gregg opened the bill with a baritone solo 
something about "Sailor, Beware!" that would have been 
much better had the accompanist known the music he 
was going to play or known he was going to play the music. 

A badger fight had been staged and Captain Sheedy 
announced that some difficulty had been experienced in 
getting the owner of the dog to allow the animal to fight, 
which caused some dismay, but shortly the owner appeared 
with the dog, a deep-chested, strong-tucked brute and at 
once a few more bets were placed on the dog. Then the 
badger was brought in in a barrel, Sergeant Miller and a 
nigger, stripped to the waist, carrying it in and setting it 
down with great care. A claw was soon appearing through 
a hole in the side of the barrel. Captain Nash in examining 
the fixings of the side of the barrel, apparently got too 
close and stepped back, his hand wrapped in a towel, 
through which blood appeared shortly. And then arose a 
dispute as to whom should be given the task of pulling 
the badger, it being ascertained by Captain Banks that 
as the success of the badger depended upon the way it was 
pulled, no one having any money up could pull him. To 
which Captain Nash entered a vehement protest, until 
things began to get unusually warm and Major Ryan 
counselled less vehemence. Finally, Captain Banks asked 
Major Wineberg, an officer of the 30th Engineers, to pull 
the badger. He accepted with some nervousness for the 
claw and the blood on Captain Nash's hand had given him 
a rather sanguinary idea of the coming fight. He was 
told he must stand in the ring, which he did with evident 
reluctance, but finally did, and awaited with an ill con- 
cealed agitation till Captain Banks should give the word. 
That worthy, however, had many little things to be looked 
into before giving the word, but as all things must come 
to an end, so did the suspense, and at the signal the Major 
pulled and the owner of the dog released his charge, who 
leaped forward to meet the foe, which proved, however, 
to be a pot full of meat. Oh, such a shout, such a laugh, 
and such a chagrined bunch of navy and !30th men. Then 
they opened up the top of the barrel and brought out 
Company F's pet coon, which had furnished the claw 
apparent through the side of the barrel. Captain Nash 
admitted having some difficulty getting the red ink to show 
through, as Captain Mansfield very carelessly left a bath 
towel rather than a hand towel as camouflage. 

This ended one of the interesting evenings aboard the 
boat, and, notwithstanding our relief on arriving in harbor, 
it was rather with regret that we said good-bye to the old 
President Grant. 





(85) 



p 



ijmaeMs, 



Yes, lioo? I'm asking you, hoo? Hoo are the Twenty- 
first? What'd they do and where' d they come from; 
where'd they do it and what makes them so popular? All 
you bucks stand close and I'll tell you. Take your hands 




Colonel Peek, Commandant Ramspacher, French Major in Charge 
{Inspector) 60 cm. R. R. of the Headquarters French Army 

out of your pistol pockets, button up your lips, get that 
fishy look out of your eyes and the grape vine out of your 
legs. Hold that egg head erect and swing forward those 



long ears of yours and listen to me. Snap it up and drape 
those tails in line. That's it now — Hoos all enlisted men, 
hoo didn't have to be roped and tied, tarred and feathered, 
strangled, doped, handcuffed and dragged over to France? 
Hoo was amongst the first over, and didn't hesitate, wait, 
tarry, saunter, meander or lose time in getting to the front? 
The Twenty-first, of course, including me and the rest of 
us. Hoo drank all the vin rooze in France and had the 
Frogs worried to death? Hoo had the French girls, nurses 
and otherwise waiting outside the guard every night? I'm 
asking you, hoo? Hoo did the nurses want? Why, the 
men, certainly. Hoo did they get? Why the officers. 
There you are. Hoo had more fun with the French peo- 
ple than a monkey could on a thousand yards of grape 
vine? Why the Twenty-first. Again I repeat the Twenty- 
first. Hoo built and operated more light railway than 
any blasted, blighted, bloomey, bloody limey outfit or any 
frog hoppin', slow lovin', sky-colored, wine soakin', over- 
charging French outfit? Hoo? Why the Twenty-first. Hoo 
didn't care whether Fritz shot over shells as wide as they 
were long and didn't care no more about a barrage than 
;i man does about fussing his neighbor's wife? Again, men, 
I am forced to say the Twenty-first. Hoo kept the Chief 
of Engineers office busy writing commendations and con- 
gratulations on good work accomplished? Hoo brought a 
smile on the stern face of old John J. Pershing and a look 
of fear on that kraut-absorbing face of Fritz. It is need- 
less to answer. Now, my bucks, less we forget, hoo could 
raise more hell in a minute than Billy Sunday could undo 
in a month? Hoo always left the billets in clean condition 
so the French could move in the next week and put in a 
complaint for stolen property? Why, us, me and you, the 
Twenty-first. And why do I say hoo instead of "Who." 
Yes, you're so wise, now why? Sure the owl is a wise bird. 
Hoo knows what the owl says? Yes, hoo? Anyway it's 
a wise bird that sticks up for the Twenty-first, no matter 
hoo it is. 



Company A at Gerard §a§ 



Sergeant AL Haini§oni 



The night was dark, yes, some dark ; in fact, one could 
hardly see his way around the camp at Gerard Sas, with 
its over complement of mud and insufficient duck board 
walks. The camp was new to Company A and while the 
best possible had been done in the first few days to put 
it in shape, it was hardly possible to walk from one bar- 
racks to another without swamping one's self. The day 



had been spent in work, and gas drill, the utmost stress 
had been laid on the necessity of having gas masks handy 
at all times so that when the Klaxon whirred its angry 
warning every one would be able to put them on in nothing 
flat. Many, many times during the day the bugler had 
let loose his "Attention" with its consequent scurry to cover 
as a Boche plane flew overhead with its stuttering, never- 



(86) 



to-be-forgotten whir of the motor and the early part of 
the evening had been filled with the Top's sibilant warn- 
ings, "Put out them cigarettes." The various duty ser- 
geants had had a joyous time, demanding their under- 
studies to put out all lights until the pill dropping stranger 
had passed out of hearing. The evening passed into the 
regular nightly barrage of the First Division lighting the 
woods with its continuous flashes, the intermittent star 
shells and the noise of the guns giving a feeling of awe 
and uncertainly to the newly arrived mud slingers of Com- 
pany A. And then suddenly, "Ker-flam!" and the bar- 
racks shook as a Boche dropped a goose egg some distance 
from the camp. The breathing might have been a little 
louder but nobody left their bunks. "Ker-flam !" went the 
second one and the barracks rattled like peas in a pod. 
Some started to get up and the rest held their breath, but 
when the third pill dropped about a quarter of a mile 
away, with a noise such as those buddies had never heard 
before and almost throwing them from their bunks as the 
result of its explosion ; well, 250 able buddies were fully 
dressed in less time, combined time, I mean, than it would 
take one woman to put on a simple dress for supper. How- 
ever, no more pills dropped. 

Every one was asleep or trying to when the Klaxon 
let out its long drawn out howl. Gas! Zowie! 250 men 
all asking for a match at the same time, all looking for 
candles and all trying to put on their masks in less time 



than nothing. YV] 



nr-r-r-r-r-r-r 



One lad screams, "I': 



going to die, I"m going to die, I can't find my mask !" and 
a sympathetic listener answers, "I guess you are, Buddie, 
but what are you going to do about it?" The Klaxon 
screamed on, the sergeants wandered aimlessly around giv- 
ing the same kind of orders. The Top gave orders to fix 
bayonets which was sound advice as the camp was only 
five miles from the front, but then vou can't tell how thev 



fight in Mexico. But then as some one said, "We were 
young soldiers, yes, awfully young, and while it is funny 
to look back upon, it was quite serious at the time." Orders 
were given to remain fully dressed till morning as we might 
have to go over the top at any time and every man had his 
sliocs on when he fell asleep. "Them was the happy days." 




Typical of Region al Gerard Sas 

Mud, wet, cold, bum grub if you want to know it, no 
hoots, plenty of hardships, but everybody was happy and 
the work kept them well. Those are the days that will be 
remembered. Remember the day we hunted spies? That 
was a dark night too and the 23rd helped a great deal 
when thev shot up the signal light. Yea bo, those were 
hard days, we kicked like steers at anything and every- 
thing and cussed. But our first impression was the strong- 
est ; mighty few of us would give up those first weeks on 
the front for beaucoup francs. Those were the days that 
brought the boys together in a way that they never will 
forget. And friendship means something, Buddie. You're 
damn right it does. 



The Bock Private 



The buck private is an odd curiosity in army circles. 
To the Non-Coms he is a valuable asset, at the same time 
a source of continual worry. To the officers he is merely 
a necessary evil. In his own estimation he is the re-incar- 
nation of all the martyrs from the unfortunate who lit 
Nero's garden to the worthies of the age of John Russ. 
He employed most of the commissioned officers in civilian 
life, and enjoyed an income of no less than $500.00 per 
month. To the Mess Sergeant he is nothing less than a 
combination of an ant-eater and a fidgety- particular hated 
guest. 

Crap games hold a peculiar fascination for him. He 
often shoots his monthly income on one flop of the dice, 
while a swig of vin fouge makes him happier than a bride- 
groom and crazier than a bedbug in a steel trap. Payday 
finds him first in line, while details must always exercise 
draft powers. 

At inspections the buttons on his coat suddenly absent 
themselves about the time the officer is passing the bunk 
next to him. If guns are being inspected, the damp weather 
produces rust spots while the piece is brought to port. 
All his fond hopes are often buried beneath the sawdust 



of the wood pile, many promenades with the mademoiselle 
are realized only in the imagination, while the broom feebly 
responds to unwilling muscles. 

The buck spurns all promotions and loaths the man 
that has ambitious aspirations in those directions, until 
opportunity knocks at his own door, then he takes an en- 
tirely different aspect. The Corporal and the buck are 
about as friendly as a dog and cat imprisoned in a barrel, 
the former is damned if he does and the latter is damned 
if he don't and they are usually damned. 

Sympathy with him is found in profuse quantities, ex- 
cept in the case of the bugler, whom he would delight in 
boiling in oil. The mail orderly is always popular and 
the sick book is an ever present help in time of trouble. 
He is religious when working in the rain and philanthropic 
when eating a Red Cross free lunch (minus the schooner). 
Contented? Yes, because he has no responsibility and can't 
be busted ; thereby having it on his superior brethren, Cor- 
porals and Sergeants, for: 

Corporals may come and Sergeants may go, 
But the "Buck" goes on forever. 



(87) 




A§ a Yankee Foeedl It 



Mechanic To Jolhaesem, Ccumpamiy 



A "billet" is it:- The latest thing in quarters, I suppose. How 
do you get up there'- Have you got the unadulterated nerve to 
call that a stairway!- A nice place for some guy to come down head 
first 1 say. Why don't some of you feeble-minded birds turn on 
the light. Well, uncover a few windows then, even if we don't need 
the ventilation, as I see beaucoup holes in the roof. Now that's 
what I call cutting off your nose to spite your face. Just because 
they have a crazy law that taxes the houses according to the number 
of windows they just simply leave the windows out. Where do you 
see any hay- By golly, it is, ain't it. Oh, boy! Me for the hay 
tonight. It's many years since I curled up in a haymow. Huh? 
Well, what in h — 1 we going to use for our beds then, straw? I 
knew it. Somebody is always taking the joy out of life. Well, get 
out of my way and don't hog it all. You sleep next to me, don't 
you? Well, push your bed over so mine won't be all out in the 
aisle. Well, I can't help it. I didn't have anything to do with 
assigning so many to this hole. That tramp through the mud all 
day sure has made me tired. I'm going to turn in. And you 
children, if you can't And your bed we'll hire you a nurse. Well, 
what about it? Mine are wet, too. but I'm keeping them on to dry 
before morning. Now shut up. 

* * * 

Huh — what time is she? No compree. What the Sam Hill! 
What are you birds doing round here in the middle of the night. 
Cheval? Horse? Where's your horse? Down that hole? This is 
an ungodly time to be feeding your horse. Now there's your army 
life for you. Here am I up in this hole and rain dripping right 
down on the bed and this horse is quartered downstairs as one of 



the family you might say, and gotta lie fed. Sherman never knew 
how right lie was. Bon sewer. Madame, Bon sewer, Monsieur. O, 
yes, I'll see you again in the morning. 

* * * 

Get off my face, you big stiff! or I'll knock you for a row. Well, 
why don't you look where you're going. Hey! Keep away from 
there. There's a hole in that corner. Well, I warned you. Now 
find your own way out. Say, them guns shake the whole building, 
don't' they. I bet there's something doing up there tonight. Oh, 
you'll get used to it after while. 

* * * 

Did any of you guys hear the churchbell ringing last night? 
I wonder what that was for. It woke me a couple of time, and the 
guns, any of you hear them guns? And say, who was that boob 
that stepped on my face? Well, laugh you poor nuts, it was no 
joke to me. Good night! There's the mess call. I'd better be 
moving or I won't get an}' seconds. 

* * * 

Now look at this crippled feller. He's a card. We call him 
Gasmask account of the noise he makes on that horn. He's the 
village herder and that's to let the people know when to let their 
stock out. See there comes a cow out of that front door now, and 
up there conies a couple of pigs. Oh, he's not particular about what 
he herds. And he's got them trained too. In the evening when he 
brings them back he begins up on that end of town and when he 
blows on the horn the doors begin to open and they know exactly 
where to turn in, a cow here, two goats there, or a pig some other 
place. And the old boy never misses a day either. 



(88) 



Bill, let's go into this store and see what we can buy. Ourfs, 
Madame? No? Any matches, er, almuettes? No? Chocolat, 
Fromage, Biscuit, Nuts? Well what have you got. No compree, eh? 
Come on Bill, I guess she ain't got anything. Ah, here's a Cafe. 
Two bottles beer, Madam. Two, deux, see beer, biere. Finish? 
Finish beer? Let's go Bill, I can't go any of that Yin Blink or 
Vin Rouge. I know another Gin Mill up the street. Beer, Madam. 
Finish? Well, Bill, let's go to a place I know. I bet we get some 
beer yet. Here we are. Bonjour, Mademoiselle. Two bottles biere. 
Money? Sure here's money. See Bill, they haven't got it here hut 
she's going out to get some for as. She'll get it too when we can't 
get a drop ourselves. Here she is hack. What did I tell you. Leave 
it to the Frogs. Merci, Mademoiselle. 

* * * 

The tank house? That's the community laundry. All the women 
in town, young and old, go there to wash. They bring a board along 
to put in front of them so they won't get wet. Do you see the 
paddle? Well that's what they use instead of a wash board. They 
simply pound the dirt out. They get some great muscles swinging 
that paddle. Hate to have one of them swat me in the jaw. Edison 
wasted his time inventing a talking machine, didn't he? Listen to 
that chatter. Just like a bunch of magpies. 

* + # 

Well Bud, glad to have met you. Here's my joint, so I guess 
I'll say Bon Nuit. Why upstairs here. You see that rickety stair- 
way? Well, that leads to the Palace. Of course there's a hay loft 
up there but that don't prevent us from living there does it? Why 
you see it's this way, that regular front door over there opens on a 
hallway that divides the lower floor into two parts. On one side 
lives the Madame and her husband, and on the other side is where 
the horses and cows and chickens are kept. There's a courtyard 
in the back and they pull all their wagons through the big gate. 
There's a wine cellar full of big vats underneath too, and this boy's 
also got a small distillery, all copper, but I guess he ain't using it 
this year. You said something, boy, and then appoint me chief 
sampler, eh? Oh hoy! Well, so long, Buddy, see you again sometime. 

* # # 

Shades of Moses ! Here comes the first wagon ever built. Why 
oh why, did I leave my kodak to home? I wonder why thev always 



hitch them up tandem. And two drivers! I suppose if there were 
three they would need three drivers. Oxen? That's a regular thing- 
over here. Why, you see a long time ago horses were scarce anil 
only rich people could afford them and so the poor people used 
oxen because if anything ever happened to them the meat could always 
lie used for beef and the loss would not be so complete. I guess 
that is still the chief reason today. 



Shut up. Listen a minute, can't you? There. I guess that's 
all. Oh, him. He's the Town Crier. He tells the people all the 
important news and whenever the council has some new instructions 
to give out. Ain't that a racket. Too bad he didn't learn to drum 
when he was young. He'll keep that up, too, until he's sure some- 
body is listening. See him watching that window. He knows where 
all the people live. I asked a guy who could speak French what 
it was once and it went something like this : "The price on Pomme 
de Terre in Commercy is sankant centime. The Government wants 
all those who have calves for sale to bring them to Rue Montparmasse 
next Saturday, dix heures. All civilians are warned to move from 
the Toul Sector within ten days, Amen." Sometimes it's about 
taxes or schools or meetings. I guess this time it has something 
to do with the liquor tax. See that woman who is so excited over 
there. Well, she runs a Gin Mill up the street. I guess it hits her 
alright. The whole world is wrong and she is right. Well, this 
will give the women a chance to declare a half holiday to talk it over. 

* * * 

Why it's Sunday, ain't it? No wonder the old church bells 
have been going so strong all morning; and, I saw the old Cure 
going up the street in his long dress this morning and never caught 
•on. I never knew there were so many people in this burg before. 
Where do they all keep themselves during the week, and they look 
more like civilized humans when they are dressed up, don't' they? 
Here comes a whole family now. No, I don't think that's the old 
man. I guess the old man's in the army some place. This young 
buck must be her fiance. I suppose he's here on a permission. 
Ain't mother and the kids dressed up, though. It makes a nice 
homelike picture, don't it, to see them all going to church together 
like that. I think I'll go up to the "Y" and write a letter home. 
Want to go along? 



Behind tlbe Mill at Comieville 



Those of us who lived in the town of Cornieville long 
considered ourselves secure from German shell fire, because 
of the high hill which lay between us and the enemy. Ac- 
cording to the old French housewives who had remained 
in the town throughout the war, the Germans had, several 
years before, made an unsuccessful attempt to shell the 
town, but were frustrated by the height of the hill above 
the town. Since that time nothing had occurred to dis- 
turb the serenity of Cornieville life, and not much more 
thought was given to the war than if we had been billeted 
back in the depths of S. O. S. At length one day in late 
spring we were aroused to disagreeable possibilities which 
had not received previous consideration. A German airman 
had come across the line and hovering 1 above our village had 
dropped a bomb literally out of a clear sky. It was three 
days later that our confidence in Cornieville was totally 
destroyed. It was Sunday morning, a few minutes after 
three o'clock A. M., we were awakened by the shrieking 
of a shell which struck the hillside with a thud. We listened 
and the drone of an aeroplane was heard overhead, our fir-t 
thought was that he had dropped a bomb, but as shell after 
shell came shrieking into the town we realized with sinking 
hearts that the impossible had happened. The Germans 
could and actually were shelling Cornieville. Hurriedly 
we dressed and rushed out into the street. The hill behind 
us, near the top of which were the dugouts ; resembled a 
replica of the charge of San Juan hill. Two doughboys 
left their pup tent on the hillside and climbed for the 
dugouts, but when about half way up the hill, a shell 



struck a tree near by and shrapnel killed them both. Had 
they remained in their tent they would have gone through 
the bombardment unscratched. Another shell landed in 
the corner of a pup tent not far away while the occupants 
were still inside, but failed to explode, thus saving their 
lives. Finally the bombardment stopped and we went down 
to breakfast amid much discussion of the recent disturbance. 

Inspection was called off and the company held in 
readiness to go out and fix any track that might have been 
blown out. We were put to work building a shell proof 
by filling sand bags and putting them with layers of narrow 
gauge sections, on top of a wine cellar. Just before noon 
the Germans opened up on us again, and this time their 
range was better. One shell hit the town major's house 
and several landed over on the other side of town. A mule 
skinner was trying to make a balky mule behave himself 
when a shell struck near by throwing a couple of mules 
into the surrounding trees and killing the balky one. The 
skinner was thrown some feet away by the concussion, but 
was uninjured. A. Y. M. C. A. secretary was standing 
at one end of town when a shell burst near by. He started 
down the street on the run and as he neared the other end 
a shell burst just ahead of him, so he immediately retraced 
his steps, still on the double. Luckily the bombardment 
ceased before he was wholly exhausted. 

The company was under orders to go to Sorcy the fol- 
lowing day, but under the circumstances no time was lost 
and the move was made that afternoon. Thus ended our 
peaceful days in Cornieville. 



(89) 



COMPANY B'S WRECKING CREW 

The wrecking crew furnished by Company B was or- 
ganized about the time the line from Sorcy to Cornieville 
was completed and turned over to the Operating Depart- 
ment. It consisted of nine men with Sergeant Sheein as 
foreman. Three French artillery cars were equipped with 
necessar_y tools, blocks and tackle, etc., and stationed at 
Cornieville, this point being situated about the middle of 
the division. For a time there was not much to do and 
the men were used on maintenance. 

However, as traffic grew heavier and wrecks more fre- 
quent, they were called out more and more in "wrecker 
service." One of the first jobs undertaken was upon the 
Broussey branch. The crew arrived on the scene of the 
wreck about 11 :30 P. M., having until four o'clock only to 
clear the line, owing to the danger of enemy observation. 
A tractor and two cars were derailed. No difficulty was 
encountered in re-railing the two cars but the tractor lay 
across the track and caused much trouble. About two 
o'clock the Yankee batteries opened up with H. E. Before 
long the Germans returned the compliment, some of their 
shells falling in the field nearby. The wrecking crew 
worked between shots, with as much haste as darkness 
would permit. Just as day was breaking they were able 
to haul the tractor and cars under the cover of some 
camouflage. ' 

On the night of August 9 th, the crew was called up 
near Mandres. On this occasion a tractor and a car of 
rations for the doughboys in the lines was derailed. Every- 
thing went along nicely until, when trying to rerail the 
tractor, flames from the muffler attracted the watchful eye 
of the enemy. They first shot a number of star shells, 
but it is doubtful whether they located the wrecking party. 
However, they sent over a few shells in their general di- 
rection. 

An infantry patrol passing by advised them to move, 
but after explaining to them that the car contained rations 
for their outfit, they changed their minds, and offered to 
help. The star shells afforded excellent light and before 
long the job was finished. 

Shortly after this the crew was relieved by another 
company as all the men of B Company were needed to 
accomplish the amount of work allotted to them during the 
St. Mihiel offensive. 



THE TOWN MAJOR 

Lieutenant A. C. Spurr 
Once I was Town Major, somewhere there in France, 
And all my many talents, to display I had a chance. 
I had to parley vous with every French madame. 
Give Monsieurs cigarettes and greet them with salaams, 
Find billets for mules and men and officers galore, 
And tell the guy at Headquarters I'd take two thousand more. 
I had to move manure piles, I had to find latrines, 
I had to tell the mess sergeants where they could cook the beans. 
I had to clean the village streets, and massage the main road, 
I had to run a swell hotel, where thousands found abode; 
Give first class service with an open air cuisine, 
And keep the dad-gummed non-coms from the officers' latrine. 
I had to cure the patron where the Major had his throne, 
I had to tell the Signal Corps where to lace each telephone. 
I was Town Orderly, and Town Major, the dam town's one bell hop. 
I opened up the barrooms and told them when to stop. 
I had to tell one rooster that he shouldn't crow at dawn, 
I told the K. P.'s where the water should be drawn. 
I disposed of all the garbage, met the troops when they came in. 
Gave the swill to all the pigs in town, met kicks with a grin, 
Built bridges over swollen streams and dams to stop the flood, 
Put duckboards over every place to dry the gol durned mud. 
Not one complaint could occur, but I appeased the madames wrath, 
B ut) d_ n this Major's job to h— 1, I had to give each man a bath. 



21st LIGHT RAILWAY ENGINEERS 

Private Lester Gustafson 

They crossed the pond 

In winter seventeen, 
Their faces set, 

Their souls serene. 



Their reception 

At front in France, 
Was beaucoup mud 
And Gandy Dance. 

Light railways, 

I'm allowed to tell, 
'Tis what they run 

Through shot and shell. 

And Narrow Gauge 

Their specialty, 
And in a pinch 

The Infantry. 

After surveyors and scouts, 
For intelligence dope, 

Came the little train, 

Through valley, o'er slope. 

The mud was deep, 

The outlook blue; 
But the railway petite 

Was soon put through. 

Ammunition, supplies, 

Vnd Bully Beef galore, 
Big shells, little ones, 
And then some more. 

Follow'n drives. 

And driving too, 
Shell fire? All, oui, 

And work beaucoup. 

Shell holes, barbed wire. 

And all the rest. 
Used for roadbed, 

And stood the test. 

"Jerry" sees train. 

Begins to shell. 
Train crew quit? 

They do.— like hell. 

Detail, halt! 

And repair toot sweet, 
Gone again, 

Le Chemin-de-fer petite. 

Fini la Guerre, 

And narrow gauge line, 
Doughboys left 'em, 

Gone to the Rhine. 

Not to be left 

In the final grand rush, 
They grabbed a big railroad 

Left by the Boche. 

Now they are pulling 90 cars, 

Never run late, 
Hommes 40, 

Chevaux 8. 

The trains rumble by, 

And always on time, 
Scheduled by 

The new watch on the Rhine. 



(90) 



k*, 







War Timm© Railroading! 

1st Sergeant Van T. Slherimae, CoimpfflBy 



When the 26th Division took over the Toul Sector for 
the second time, relieving the -i2nd, we received orders at 
Sorcy to have 30 cars ready for a troop movement. At 
Trondes more were ordered. Being assigned engineer of 
the first train, I reported at the roundhouse about 6 P. M. 
It was a cloudless day, which turned into a bright moon- 
light night, and we tried to get out before Fritz flew over 
and spotted us. I coupled onto my train of ten U. S. A. 
gondolas, 33 doughboys in each car. I had a tank of poor 
coal, but a good fireman. The conductor got the clearance 
for the first block and we started. We had quite a bat- 
tle for steam to Cornieville, so at that point we cleaned out 
the front end, punched out a few flues, knocked out a 
few clinkers, and then took a run for the hill. We made 
it all right, but I think the sky-rockets we knocked out 
of the stack attracted Fritz's aeroplanes, for he soon had 
the whole fleet of trains spotted, or knew the troop move- 
ment was on for he hovered over all. night to get a shot 
at us. We did better for steam after fixing the fire at 
Cornieville and we proceeded to Boucq Est, where we were 
joined by the rest of the fleet making sis trains, 60 cars 
and 1980 passengers. 

At Menil-la-Tour we got a good tank of coal (Briquets) 
and started on an interesting trip. None of the crew had 
ever been over the line beyond this point. I asked for a 
pilot and was given a Master Engineer who was supposed 
to know the road, but I soon found that he didn't. He 
later got off to pilot the following trains. I got the name 
of the destination and one intermediate point on the line, 
however. Getting out of Menil-la-Tour was around one 
leg of a Y on a very sharp curve and grade. We made 
it and started down an alley and deep depression, so I 
stopped the train and sent the brakeman ahead. I found 
that we crossed the main street, full of military traffic and 



a steep hill on the other side, so I waited a signal from 
the brakeman and let off the brake, and dropped over the 
main crossing as far as I dared with the whistle open, just 
barely missing a squad of poilus all vin rouged, and a 
French officer's automobile. I made the hill 0. K. and went 
into a Yankee graveyard, doubled a hair pin curve and went 
on my perilous way into the darkness, for night had long 
since fallen and clouds were gathering in the sky, obscuring 
the moon. 

I picked up Lieut. Helwig on the next hill, but found 
he didn't know the track any better than I did. I started 
down hills, not knowing whether I was on the main line or 
spur. Suppose I headed down a spur track into a cut 
of cars loaded with poison gas or 75's with 330 passengers 
behind me? 

Eventually I stopped at a place where the railroad 
went two directions, I asked some French soldiers where 
Belleville was and they "connais pas," so I cut off my 
engine and ran down the left hand track three kilometers 
and found a French "Sous Officier" who knew the "inter- 
mediate point" I was looking for. I backed up, coupled into 
my train and started again. By this time the sky clouded 
completely, hiding the moon, and I found myself in utter 
darkness, running down steep hills, turning sharp curves, 
getting short on water, pulling 330 doughboys to this par- 
ticular section of the trenches. I was extremely fortunate 
to keep on the track as not knowing or able to see where 
I was going, I often travelled faster than I knew and sud- 
denly whipped around curves that I wouldn't have taken 
in daylight. Going through a thick piece of woods, I saw 
a small shanty close to the track by the light of a star shell 
thrown from the trenches a short distance to the left. I 
stopped the train, got off and found a French "Chef de 
Gare" eating a cold piece of "Pain" and sipping "Vin 



(91) 



Rouge" from the unfailing canteen. I desired to know- 
where I could procure water for the engine. He told me 
I could get. some at a stream in the woods two and a half 
kilometers beyond, for me to be careful as the Germans 
had been shelling the woods and that possibhy the track 
was shot out. So I "Mercied beaucoup" and beat 



Hgg tllwBSEf Jib **8 

h \ ESmGSJk * 

v tfir> ■ HKI 9911 
! fl WSS KFrn- 







American Narrow Gauge Locomotive 

it — short of water, black as a stack of black cats, 
and the track shot out — Wow! Reaching the water hole 
we siphoned a tank full, and was about to start again. I 
heard the hum of a Boche plane, so I laid low, and watched 
the lone fringes of the searchlights, as they tried to locate 
him. Eventually they caught him from two directions at 
once, the lights of Nancy and Menil-la-Tour. He seemed 
to be right over us. Soon the anti-aircraft guns had him 
turning for home, shooting his machine guns in the direc- 
tion of the light. He was gone. 

We practically duplicated this trip for the same dis- 
tance again to the next water hole, but, however, with more 
light, as the artillery on both sides were raising hell and 
the flare of the guns gave me a glimpse now and then of 
the hills ahead. I was thinking at this time I would never 
reach Belleville and of Napoleon's remarks about "an army 
inarching on its belly" was overlooked. We reached a 
switchback, ran around our train, and got ready for the 
last lap. Lieut. Helwig now knew where we were and gave 
the following information : "Down a steep hill for one 
kilo, up a steep hill for one kilo, then level and parallel 
with a camouflaged screen for one-half kilometer, then a 
very sharp turn to the left, through a hole in a stone wall. 
Be very careful at this point for as the track curves sharply 
it also goes clown a steep decline." He was sure right. I 
kept the speed down on the first kilo so well that I stalled 
on the next. Backed up, took a run for it ami made it. 
Then I found the camouflaged screen, and nearly tipped 
over on the sharp curve when we ducked through the hole 
in the stone wall. We proceeded three or four kilometers 
in the dark and decided we were on the wrong track as we 
failed to find a certain landmark. We decided to back up, 
but changed our minds on account of the trains following. 
We eventually decided to proceed on into the blackness 
of the night and its uncertainties. Finally we reached Belle- 
ville, grabbed a few hours' rest and started back. This is 
typical of many trips we have been obliged to take. 



nearby. Standard gauge lines and sidings were also lo- 
cated here. 

One night about 10.30 P. M., as I was busily engaged 
in getting the block for two ammunition and one gravel 
trains, I felt a jar that shook the shack like a leaf and a 
report that caused me to think the entire ammunition dump 
had blown up. Forgetting all about my pressing business, 
I ran out to see what the excitement was. The moon was 
shining brightly, but we could see nothing but the shafts 
of light from searchlights stretching into the heavens. I 
could plainly hear the hum of motors. Thinking discretion 
was the better part of valor, I started looking for shelter, 
just as another explosion took place. I soon found myself 
under the train. The explosion was similar to the fore- 
going one, but this time I could see the flame of the ex- 
ploding bomb and could hear the whistling of steel and 
rocks. I was recalled to my duties by the incessant ringing 
of the telephone, and trembling like a leaf, crawled out and 
answered the phone, where I got a good bawling out from 
the Chief Dispatcher, who never minced matters and who 
said something about what he would do with operators who 
went to sleep on the job, thereby holding up the war. He 
also mentioned a pick and shovel or some other agricultural 
implements. 

It seems the Boche had dropped his load of bombs, as 
no more explosions occurred. After finishing my immedi- 
ate business and highballing the three trains out of town, 
I turned the phone over to the day operator, Albert Weh- 
meier, and went out to the scene of the excitement. The 
aeroplanes had made a direct hit on one of the residences, 
but luckily hit on the part which contained the hay. It 
was blazing right merrily, the village people gathered 
around chattering like a flock of geese. The family that 
had had the narrow escape and had lost half their residence, 
and also a lot of vaulable hay, was the object of many 
condolences. As it was still burning brightly the "Com- 
mandant" feared that they would be the target for more 
raids that night or for the German long range guns, so he 
ordered all the inhabitants to leave for Foug, which they 
did, hastily taking with them their most valuable posses- 
sions, such as goats and camembert cheese. 

The next morning the fire department from Nancy 
arrived on the scene and with a little chemical apparatus 
put the fire out which had almost exhausted itself anyway. 

It seems that the Germans had dropped eight "G. I. 
Cans" which are almost as tall as a man. Five of these 
were "duds" which was lucky for us. Some American 
soldiers started unloading one just to see what it con- 
tained, but I had no curiosity in that line and so I, too, 
"partied" for Foug. 



AN AIR RAID ON TRONDES 

Private Charlie Meyers, Company D 

Trondes was an exceptionally busy place for an oper- 
ator, having a large siding, a rock crusher, and one of 
the largest ammunition dumps in the St. Mihiel Sector 



A HAIR-RAISING SMASH UP 

Private S. G. Johnson, Company D 

Previous to the St. Mihiel offensive traffic on the light 
railway and on the highways was very, very heavy. It 
was impossible to use lights on either the road or raih-oad 
and where we ran parallel it was difficult for us all. 

One night I was called with my crew to leave Sorcy 
at 10.30 P. M. Our train consisted of eight cars including 
two of gasoline. Our train was heavy and our engineeer 
w as making a run for the hill going into Neuf Etang. Just 



(92) 



before reaching the top of the hill the engineer (we had an 
engine crew from D Company, 12 Engineers) whistled 
brakes. We did the best we could but could tell from the 
force with which we struck that our best had been too little. 
Some trucks, both American and French, had been parked 
on our little railroad. There was a French truck lying 
on its side in the ditch along the road. I heard some one 
shouting as if in pain and ran to the truck where I found a 
Frenchman pinned underneath. The truck had started to 
burn, the two cars of gasoline in our train were opposite. 
There was little time to lose. 

I caught the soldier by one of his legs and attempted 
to free him. I could not move him. I called to the other 
brakeman, F. Barry, for assistance. He shouted to "Get 
away from that truck, it's loaded witli 75 ammunition and 
will blow up sure." I told him there was a man pinned 
and we couldn't leave him burn. He came and together 
we pulled with all our might. We were under the truck 
working like mad when the truck blew up. 

The jar evidently lifted the weight from our comrade 
as we freed him. The gasoline fifteen feet away began ex- 
ploding, shells were coming thick and fast from the camion. 
As we were straightening to carry the wounded man, a very 
violent explosion threw us all on our faces. 

Too dazed to realize what we were doing we scrambled 
out the best we could, dragging the French soldier witli us. 

I ran back to flag a following train which arrived in 
time to pull two cars of rations and a car of coal from 
the burning cars and trucks. The other brakeman and 
conductor Travis had taken our engine and pulled a badly 
scorched car of meat away. 

When the fire from the three burned camions and our 
four cars had died down we found the body of a French 
soldier burned to a crisp. He must have been sleeping in 
the truck and the blow stunned him in such a manner that 
he couldn't shout or help himself. 

The fire and explosions caused considerable excitement 
among the men at Neuf Etang, many of wdiom thought 
the St. Paul ammunition dump had been blown up by the 
Germans in some way. Some took to dug-outs and Sgt. 
Coolev and Nate DeLong did marathons down the road 
clad only in Government B. V. D.'s and the necessary hobs. 



BOCHE BOMBS IN SORCY 

Sorcy was bombed several times during the time of our 
activities there. Probably the first raid created the greatest 
excitement, since it was wholly unexpected. True, the 
Boche had been over the camp many times, doubtless taking 
pictures of the newly erected warehouses and railroad yards, 
but he had never, until then, attempted any interference 
with our operations. One clear day, however, when the 
sun was shining brightly some one discovered two Boche 
planes coming over in the direction of Sorcy. The anti- 
aircraft guns were using them for a target, but still they 
came and it was not until they were directly overhead that 
we saw three more planes doing all sorts of manoeuvering 
above and between the first two. Our supposition was that 
the last three planes were Americans, and that we were now- 
going to see a real air battle, but, to our surprise, we found 
that they were three more Boche planes that had been 
flying so high that we had not been able to see them, and 
that they had come down lower and were doing those 
funny stunts to get into position to open their tail gates. 

When the first bomb fell, it was not necessary to give 
the alarm. Everybody "partied toot sweet" in all direc- 
tions. The bombs continued to fall very fast, likewise the 



race for safety continued faster and faster in perfect 
cadence with the bursting bombs. At last, after what had 
seemed hours of suspense, having played havoc with the' 
Frenchman's potato patch on the hillside, the enemy foiled, 
retired in discomfort to his lair beyond the lines. 

In summing up our casualties we found one, a man evi- 



















l^^l 














-stfSSBfij 








ll 




^BUn^^'«*~~ " 


..:. 


jj-^ji. T - - 




' /r'OtVfWiff^ 








t&g&gflf. 











Sorcy, View of Shops and Warehouses from East 

dently desperately wounded lying in the doorway of O 
Company barracks. No wound was visible, nevertheless, 
he was assisted to the infirmary. Upon examination it 
was found that a piece of shrapnel had gone through his 
coat sleeve, hut doing no damage otherwise. Thus ended 
experience number one. 



DISPATCH RIDING 

By the Late Private George T. Higgins, Company C 

During the St. Mihiel and Argonne drives I was acting 
as regimental dispatch courier. During the St. Mihiel 
drive I had a schedule of 128 miles per day and a running 
time of forty-five miles an hour. Motor Dispatch Service 
mail was delivered from General Headquarters to Sorcy, 
Meuse, and from there relayed to the front line trenches. 
I was also working in special courier service, I mean by 
special courier service P. D. Q. service, and this is very 
exacting work, especially at night, riding at breakneck 
speed without lights and on roads alive with traffic. 

I remember one night leaving Sorcy with ten P. D. Q. 
telegrams for the Commanding General, 1st Army, at 
Souilly, Meuse, which was a trip of about fifty miles. I 
left Sorcy about 9 p. m. At that time the 1st Army was 
moving from St. Mihiel to the Argonne and traffic was very 
heavy. The night was very dark and rainy and it was 
almost impossible to see my hand before me, but the tele- 
grams were important and had to be delivered. 

Up the road I went at a rate of some thirty miles an 
hour, guiding my course more by the rumbling of the tracks 
moving slowly along the road than anything else. At 
Sampigny the French M. P. let me go by without stopping. 
Suddenly I noticed that I was on the St. Mihiel road and 
not far from the Boche trenches. I made a hurried about 
face and back to the Souilly road. Finally arriving at 
Souillv, I delivered my telegrams and started back to 
headquarters. My return trip was interrupted by Boche 
aviators who started bombing the road. The bombs were 
landing so close I had to lie down in the ditch for some 
time. A number of similar experiences fell to my lot during 
the two drives, but the worst feature was the riding at night 
in pitch darkness, hearing the trucks coming toward you 
and wondering if you would miss them. If you have not a 
steady nerve, don't be a dispatch rider. 



(93) 




Niiht Air Raids 



Private Hairy B. Anderson, Company E 



One of the most spectacular features of the war was 
the night raids of the German bombing planes. It was 
certainly a wonderful sight when dozens of huge search- 
lights cast their rays on the plane while the 10.5's, 75's and 
machine guns open fire upon it, and in return the enemy 
aviator shoots at the lights with his machine guns. Like 
a big moth in the lights, or perhaps like a big lightning bug 
as he shoots his tracer bullets toward the earth, and then 
he takes a notion and opens the tail gate and you think 
hell itself has broken loose as the bombs hit the earth. For- 
tunately they do not hit their mark very often. 

While stationed at Menil-la-Tour, during the month 
of July, the Boche planes would come over almost every 
night at about nine or ten o'clock. It was an interesting 
sight, many of the men would leave the barracks and watch 
the show. The trench just outside of our barracks was 
a good place to view the performance from and at the same 
time afforded protection should a bomb fall close. An 
anti-aircraft battery of 75's located at Royaumeix would 
open up, give us the alarm and keep shooting as long as 



the planes were in range. Fritz dropped many bombs at 
Menil-la-tour, but never did any damage. They were 
usually headed for Toul where they received a hearty re- 
ception from the many anti-aircraft guns which defended 
that city. These guns would send up a heavy barrage 
against the planes and would not allow them to get low 
enough to accomplish anything. 

While we were located at Belleville, the bombers came 
over every night, headed for Pompej' and Nancy and would 
often drop a few around Belleville so as not to slight Com- 
pany E. The awful chilling hum of their motors, the rat- 
tle of machine guns, and the anti-aircraft guns would keep 
us on the alert until they had gone. There were plenty of 
dug-outs at Belleville and many of us made it a practice 
to stand close by one, even if we did not go in. However, 
when the bombs were dropping close, we lived up to "Safety 
First" principles. 

I remember one night, the report came out that the 
planes were dropping gas bombs. Everybody got their 
gas mask before going outside the barracks. After the 



(94) 



planes had passed by Matt discovered he was wearing a 
bandolier of extra shells, thinking it was his gas mask. At 
Cheppy when a bomb dropped right near our camp and 
threw rocks on our tents, everybody fell flat on the ground 
and Matt tried his best to get under the stove, which 
only stood about two inches high from the ground. George 
was the fastest dresser we had. When the Boche came over 
he could make it in four counts. It got on George's nerves 
so much one night that after he had got up three times in 
the night, he just stayed up all night. 

About the worst place was at Cheppy, in the Argonne 
in October and November, 1918. The bombers used to 
just naturally pepper the country around Cheppy with 
bombs and there was not any anti-aircraft guns close by to 
combat them. Our steam engines shooting up sparks in 
the yards was a good target, and it is a wonder that they 
did not do a lot of damage, but fortunately they always 
missed their mark. 

The night bombing plane was not a success as far as 




Derailment on the Narroxv Gauge 

doing much real damage was concerned. It was used more 
to frighten the people. The anti-aircraft guns seldom 
brought, a plane down, but they did keep the machines up 
so high that they could not do much. I am glad I have 
had the opportunity to see many night raids, but hope I 
will never witness another one. 



Tlta© Fallings off tin© Bodhe Plane 



Private Wm, Livingston^ Company B 



It was Sunday morning in our little camp at Sorcy 
Gare and the heavy mist had just cleared out of the valley 
when some of our men heard the put-put-put of a machine 
gun overhead. They looked up just in time to see a plane 
doing the tail spin and another plane following him down. 






German Plane Shot Down Near Sorcy Gare 

Most everyone was cleaning their guns and shoes prepara- 
tory to inspection, but they dropped everything and came 
out to see the fate of the aeroplane. The planes were fly- 
ing at an altitude of about six thousand feet when they 
started to battle. The Frenchman got on top of the 
Boche and followed him down to about 4,000 feet. The 
Boche was doing a tail spin all the way down and it ap- 
peared as if he tried to straighten out his plane when his 



wing broke into pieces and he descended like a shot to the 
ground. He fell about two hundred yards from our camp 
on a little knoll. Now all thoughts of inspection were 
forgotten. Up the road from the camp came everyone on 
the run, Sergeant Donnelly in the lead on his motorcycle 
and giving her all the juice she would stand. Next came a 
Frenchman with his horse and two wheeled carriage, with 




Dead German Aviator 

Americans hanging on anywhere they could get a toe hold, 
followed closely by men on foot, puffing and blowing, up 
over the bank and across the field to where lay the wreck- 
age. Then the wild scramble for souvenirs ; one got a 
helmet; another the nameplate from the machine, maps, 
everything was disappearing, even to the multicolored linen 
of which the wings were constructed, when the arrival of 
Colonel Peek and Major Ryan put a stop to these activities. 



(95) 



The plane was an observation machine which seated 
an observer and pilot. Both Germans were killed and the 
plane completely demolished. Upon examination it was 
found that the pilot had been wounded in the back. Both 
men were very roughly dressed, and wore medals which 
had been received for going on air raids over London. In 
the afternoon a French Captain and Lieutenant of Aviation 
came to look the wreckage over. From various remarks we 



learned that they were the victors in the engagement we 
had witnessed. The men all felt pretty happy that day, 
knowing that there was one less plane to come over and 
disturb, their slumbers, but mostly because there was no 
inspection that morning, as all the officers from the Colonel 
down to the Second Looeys had turned out for the chase. 
It was just as well for there was nobody in camp to be 
inspected. 



Maedliei Wig, Gees in frlhe B©i§ de Maxell© 



During the latter part of June men from Company E 
placed a large French marine piece in the Bois de Hazelle 
west of Fliry, near the Fliry-Beaumont road. The gun was 
mounted on an especially constructed car with the base on 
a separate platform. The job required three nights. The 
first, the gun and base, with their French personnel, were 




French Hoivitger Ready for Action 

taken to the position, it being necessary to operate the 
train through gas with masks adjusted for about a mile. 
The gun and base had been delivered and the personnel, 
ammunition and equipment cars were about to be spotted 
when the project attack made by the 26th Division in 
connection with the 30th Engineers began. It was then 
2 a. m. This "show" was the most violent affair staged in 
this sector till the commencement of the big drive. The 
crews were very close to the line, so close, in fact, that the 
machine gun bullets passed overhead, but, owing to the 
nature of the ground, the men were in comparative safety. 
The work completed about 4 a. m., the crews returned to 
find the track shot out at Bernecourt, between them and 
home. Fortunately an old switch-back into the town 
afforded another means of escape from a field that was 
looking too much like a "movie" of a battle to be pleasant. 

Later in the morning, another detachment of E Com- 
pany men went to repair the blown out track and were 
caught just north of Bernecourt by the Boche 77's. Lieu- 
tenant Butler was stunned by a high explosive shell, but, 
fortunately, was not injured, while Privates Heitzinger, 
Hertz, Wickwire and Davidson were all badly gassed. 

Captain Mansfield arrived shortly afterward and as- 
sisted Lieutenant Butler in the repair work, which was 
finished quickly. 



Two nights afterward two crews went into the wood to 
take out the empty cars which had taken in the ammunition 
and supplies. During the early part of the night, which 
was very dark with a drizzling rain, the men worked with 
pick and shovel repairing parts of the track. There was 
a slight wind in the direction of the enemy and, according 
to our infantry outjaosts, the noise of the repair work, the 
tractors and even our voices could be plainly heard by 
them and probably by the Boche. 

At the most exposed point a six per cent, grade pre- 
vented hauling any more than two cars at a time. There 
were eight cars. Six had passed and the tractors had 
returned for the last two when a sweeping barrage passed 
over the ground around the train. The amusing part of 
the affair was that as the fire approached, the two conduc- 
tors whose engines were facing in the opposite direction, 
began to argue as to which was the head end of the train 
when a shell fell very near and the argument was settled 
by mutual consent. Although the shells dropped around 
the train for twenty minutes, the crews brought their trains 
to the head of the grade, coupled up -the eight cars and 
departed for Bernecourt. From there they returned to 
the gun position with two loads, passing the danger point 
twice again that night. 

The third night was the taking out of the gun directly 
after it had finished business. The tractors arrived at 




French Howitzer on the Narrozv Gauge 

Bernecourt at 9.30, but were held at the entrance of the 
woods by a systematic shelling from the Boche of the 
ground in the neighborhood of the gun. 

During this shelling Captain Mansfield, who was in 
advance of the crews, was several times altogether too close 
to exploding shells. He reached the dugout near the gun 



(96) 



with difficulty. The vicinity was thick with gas and as a 
high explosive had torn away the screens, the dugout 
rapidly filled with gas. Captain Mansfield was seated on 
a high box beside a little nineteen-year-old French Lieu- 
tenant, who was in charge of the piece. When the gas 
seemed the thickest, the young officer, taking off his mask, 
got down off" the box, shut his eyes, held his nose and 
snuffed the gas a little. Putting his mask on again, he 
climbed up beside the captain and said : "Ze gaz Boche ; 
it is of ze qualitee very inferior!" What Captain Mans- 
field said cannot be recorded. 

About eleven the shelling stopped, and the crews 
brought their tractors into the position. Great difficulty 
was then experienced in getting the gun up the grade by 
the danger point. Several attempts failed and the infantry 



were getting wild because of the noise the tractors were 
making when some one suggested a rearrangement of the 
tractors and the getting of the forty Frenchmen of the 
gun crew to help push. Half way up the slope the French 
seemed to lag and the speed of the gun began to slow down. 
It was essential that the train should not stop, and one 
of the officers present, perhaps a little excited, seized a 
stick and, shaking it at the French, shouted: "Poussez ! mes 
enfants, Poussez!" and a lot of other expressive things in 
English. These urgings gave results. The speed of the 
train increased and she passed over the top of the hump 
and left on her way to safety toward Bernecourt, leaving 
forty panting, but amused, Frenchmen to return to their 
rest in their dugout. Only one more easy trip was neces- 
sary and the job was done. 



Over tlbe Top at Fort Glroevlll© 

THE MOTOR DEPARTMENT 
By Sit, E, L, Taylor 



Last summer, when the motor detachment was hauling 
supplies for the French at Fort Gironville and Fort Liou- 
ville, we used to go "over the top" every night, on the road 
up over the hill from Boncourt, which was just across an 
open valley from the enemy lines. 

No matter how dark the night, it seemed as though 
the moon came out just as we got in that open stretch. The 
trucks started out of Boncourt about two minutes apart, 
and they made so much noise that we imagined every Boche 
within ten miles could hear us. None of the trucks had 
mufflers and they sounded like a battery of machine guns. 
The Boche would try to locate the sound of the trucks with 
the aid of searchlights, but the French artillery would cut 
loose and it was good-bye searchlight. I believe, though, 
that the French artillery frightened us more than it did the 
Boche, as the guns were close to the road and it seemed 
like they were shooting straight into our faces. The Boche 
would return the fire and, although they often came peril- 
ously close, we never had a casualty during the three 
months' work. 

A mechanic was carried on these trips and proved valu- 
able on many occasions. One night a truck was having 
magneto trouble and stopped in the middle of the open 
stretch of road. We stopped and waited for Henry Dixon, 
our mechanic, who was in the last truck. We pulled to the 
side of the road and let the trucks go past. Soon Dixon 
came with his tool kit and started to work on the magneto, 
but it was too dark to accomplish anything. We did not 
dare to strike a light for the Boche were already dropping 
a few in our direction, neither did we care to stay where 
we were, so by removing my coat and placing a flashlight 
up the sleeve, I was able to let out a small ray of light 
through the opening of the sleeve and soon the necessary 
adjustments were made and we were on our way again. 

Another evening while in Boncourt one of the boys 
was sitting in the seat reading a newspaper waiting for 



darkness. When he finished reading he tucked the paper 
down behind the seat and forgot about it. Later, when he 
was going over the top to the fort, the paper slipped 
down on the exhaust pipe and caught fire, just as he 
reached the open stretch of road. It flared up and he 
stepped on the throttle and down the road he came, like a 
comet, but, to our surprise, the Boche never fired a shot. 
If ever a bunch of Frenchmen worked fast it was 
during those nights when we were making as many trips 
as possible and they had to get us unloaded before day- 
light. 

After unloading we returned by another road to the 
canal for another load, thus making the traffic all one way 
and avoiding collisions. One night Eddie Lloyd and Tom 
Connelly were unloaded first and instead of turning to the 
right at Liouville, towards Boncourt, they turned to the 
left and went through Gironville toward Broussey. They 
soon saw that they were on the wrong road and stopped 
at the first corner to look around or inquire. Eddie soon 
spied a sign post and climbed up and lit a match to read 
the sign. "Hey, what in the h — 1 are you doing?" yelled 
Tom. "Trying to read this d — n French sign," replied 
Eddie. "Come on out of here before you get us blowed up," 
retorted Tom, and b-r-r-r went his old Mack down the road 
with Eddie following a close second. They stopped at 
the next corner, and while Tom was trying to parlez vous 
with a French M. P., Eddie climbed another sign post 
and lit another match. The French M. P. let out a yell 
and flew for his dugout. "If you are going to commit 
suicide," yelled Tom, "do it alone !" and promptly made 

for his Mack. "Say, Tom, this sign says " but Tom 

was already leaving and evidently Eddie didn't fancy a 
solitary death, for he took out after Tom as hard as he 
could go. They finally ran into an American M. P. at 
Broussey who turned them around and directed them to 
the right road. 



(97) 



Liihtless NaAts at tlhe Front 



By Master Eeginieer Fagan, Motor Detatchmeeit 



One night we were hauling the loth Engineers from 
Commercy to Ansauville via the Deletoile road, which had 
just been completed by the 23rd Engineers, and had about 
a ten-foot ditch on each side. About 7.30 p. m., fifteen 
trucks left Commercy with Captain Hoyt in charge. We 
had four or five colored chauffeurs who had had very little 




Camouflaged French Heavy Artillery 

experience driving at night without lights. We made 
good time until we reached the fork near Neuf Etang, 
where the road enters a dense woods. A large amount of 
artillery was being moved over this road, causing an 
unusual congestion of traffic, and it was impossible to see 
more than ten feet ahead. The going was very slow, 
although at first the traffic was moving freely. Before 
we had traveled more than two kilometers it was jammed. 
A four-horse team had gone into the ditch and in attempt- 
ing to get out had blocked the road. The wagon had 
fallen across the soixante, which ran beside the road, block- 
ing that also. We pulled up to the jam and stopped. In 
order to avoid collision from the rear, each driver blew 
his whistle to let the man behind him know that he had 
stopped. Immediately the first two trucks halted, but the 
third, driven by a negro, was some distance behind. It 
came down the muddy, slippery road altogether too fast 
to make a short, quick stop. Whistles blew, men yelled, 
hut by the time the truck was close enough for the driver 
to hear, he either thought he did not have time to stop 
or was too scared to try, for he screamed ''Oh, Lord!" and 
jumped out. The truck ran off the road into the ditch 
and turned turtle. Luckily, it was loaded with rations 
instead of soldiers. A gasoline tractor appeared on the 
scene and in a very short time had set the truck on its four 
wheels and pulled it out of the ditch. We were soon on 
our way again, but only to be blocked a short distance 
ahead by trucks unloading ammunition. Fortune favored 
us during the remainder of our journey, but that was a 
night of many accidents. Within the space of twenty kilo- 



meters there were over thirty trucks in the ditch. Our 
average speed was about three or four kilometers an hour, 
and we did not reach Ansauville until about five o'clock the 
next morning. After unloading, we returned to Sorcy, 
where we arrived about 10 a. m., took gas and oil and got 
some sleep, which was very precious and necessary, if night 
driving was to continue. We were still transporting troops 
by night to Auberge St. Pierre, Pont St. A'incent, St. Jean 
Canyon, Bernecourt, Ansauville and as far as Belleville 
when the St. Mihiel drive began. 

On the afternoon of September 11th a train of six 
F. W. D. trucks loaded with colored troops left Sorcy for 
Pont St. Vincent, about thirty kilos southeast of Toul. It 
was raining, as usual, but we made good time and readied 
our destination about dark, unloaded the troops and tried 
to get something to eat, without success, so we began our 
return journey. Our orders were: "Go from Toul to 
Ansauville; there pick up a detachment of 15th Engineers, 
take them to Commercy and return to Sorcy." I have been 
with the truck trains on many dark nights, but this was 
the worst. And. oh, how it did rain! I was riding in 
the last truck and everything went well until about half 
way to Toul, when upon rounding a curve, we heard a 
shout up ahead, and brought our truck to a stop. I got 
down to investigate and found Corporal Bell's truck lying 
on its side in the ditch. It was so dark that he could not 
see the curve and had simply driven off the grade, which 
at that point was about five or six feet high. We drove 
cur truck ahead, hooked a tow chain on the side of the 
body and pulled the overturned truck back upon its wheels. 
Hooking the chain on the front and after two or three 
trials, the truck was pulled back onto the road. The 
whole operation was performed in fifteen minutes, and we 
were soon on our way rejoicing. The joy was but short 
lived, for we had gone perhaps a mile further when Driver 
Acuff duplicated the stunt with his truck and we had 
another little job on our hands. I will state that the 
language used there in the rain and darkness was enough 
to turn the air blue. However, the truck was soon back 
on the road and we arrived at Toul without further 
accident. In Toul there was the usual jam, and progress 
was slow all of the way to Menil-la-Tour, where we arrived 
about midnight, wet to the skin, tired and hungry. Park- 
ing our trucks alongside the road, we went down to the 
kitchen of Company F, where we were able to get food and 
good, hot coffee. This put new life in us and made us 
ready for anything. As we left the kitchen the town clock 
struck one. and up toward Ansauville a big gun flashed 
and roared. For about thirty seconds all was darkness, 
then on the right and left as far as eyes could see, the 
horizon was one mass of belching flame. We ran for our 
trucks and soon the boys were busy cranking. I went up 
to the head truck of which Corporal Bell was driver. He 
turned to me with the remark: "My God, engineer, it 



(98) 



looks like we're driving into hell." I said. "It sure does. 
Do you still want to lead the train .'" and lie said, "You're 
d — n right, I want to lead.'' I turned to the other drivers 
with "What do you say, boys?" and every man shouted 
"Let's go," and we headed for Ansauville. By this time 
the road was lighted with the flashes from the guns and 
the driving was much easier. The road passed the heavy 
batteries, which were working in the woods on both side-.. 
The flash and roar was terrifying. Over on the German 
side we could see the shells exploding and on Mont Sec 
an ammunition dump on fire, upon which some Yankee 
gunner had made a lucky hit. We met the 15th Engineers' 
detachment about a mile out of Ansauville. It was too 
warm for them in the town and they were hiking it. After 
loading them on the trucks and in spite of considerable 
difficult v with a constant stream of trucks going both 



ways, we succeeded in getting the trucks turned around 
and headed back for Menil-la-Tour. On the road two of 
the trucks got lost from the train and went around bV 
way of Toul. They were held up several hours on account 
of a French ammunition truck blowing up and blocking the 
road, and did not return to Sorcy until noon. The 
remainder of the train got through without mishap, and 
after delivering the engineers at Commercy, returned to 
Sorcy about 7.00 a. m. We got our breakfast and gassed 
up the trucks and went to work again. Trucks were sent 
to Commercy to bring a company of the 11th Engineers 
over to Sorcy, and the remainder were hauling material to 
the "Bull Pen" at Pagny. We finally got to bed about 
S.00 p. m., a tired but happy bunch, for we had been in at 
the start of the St. Mihiel drive and knew that the Boche 
were on the run. 



A Day 9 § Work om the Soixaete 



It was one day, about a week before the drive, a number 
of planes were in the sky quite a distance to the west 
patroling the lines near St. Mihiel. In the east a German 
plane had come over our lines and braving the storm of 
anti-aircraft and machine gun fire, suddenly attacked and 
destroyed an observation balloon. The observers jumped 
from the burning balloon and, suspended by their para- 
chutes, floated slowly to the ground, while the aviator, his 
mission accomplished, started for home, shooting at every- 
thing in sight as he flew. When he had gone we came out 
from behind our gas tractor, where shelter had been sought 
from his machine gun bullets, and started to work. We 
had a heavy cannon for St. Jean Canyon, which was finally 
taken to its destination without further incident save the 
several small derailments which are commonplace on trips 
of this kind. When we arrived a few "whiz bangs" were 
coming over, all high explosives, but none landing close to 
us. The French artillery lieutenant invited us to share his 
dugout, but Ed Wheeler, my pilot, said: "Keep your head 
and place the gun while I watch where the next one falls. 
If it falls short and to the right, we will have time enough 
then." Sure enough inside of thirty minutes we had the 
"Hun killer" in position and were on the way to Tremble- 
court. At the latter place the operator gave us an order 
to go to Quatre Vents and pick up some personnel. On 
our arrival the supposed personnel was found to be big- 
shells. 

That did not bother me any. but we had one car of 
something else. I do not know to this day what it was 
loaded with, but when climbing a very steep grade the 
gas engine threw some sparks and the man in charge of the 
stuff said: "Oh, Lord! I hope this won't last long!" 
The higher up the hill we went, the more sparks and an 
occasional blaze was omitted by the stack, and finally the 
poor simp got off and walked. Of course, that got my 
goat, and I went over to the "boghead" and asked him if 
he thought there was any danger of those shells and burning 
that "other stuff. After I told him that the man in charge 
of the car got off when the sparks came back, he replied: 
"His nerves are weak, but we will wait for him at the top 
of the hill." We waited about ten minutes and loaded 
him on again, and went on to Tremblecourt, where we 



delivered our train over to the F Company crew. After 
taking a cup of coffee and a "corn willie" sandwich. I 
walked back to the office and said to the operator: "What 
do you say now?" He replied: "Bead this and weep 
or laugh if you want to." It was an order to go to Belle- 
ville. Tired and weary, we started for Belleville and. 
arriving there about 9.30 p. m., tied up for rest. 

At 5.30 o'clock the call boy aroused the crew for 
duty. Ed was sick and did not get out. We made a trip 
to St. Jean Canyon with a small gun. When it had been 
taken up as far as we had ever been in daylight, a French 
captain met us and said: "You may set the gun off on 
the siding as it can not be spotted until after nightfall." 
For the remainder of the day we handled big shells, powder 
and other supplies. 

About 7.30 p. in., we were back up at tin siding and 




French Heavy Railway Artillery 

soon were started toward the front with the French and their 
baby cannon. Before we had gone very far a "whiz bang" 
struck a short distance ahead of us. Everybody beat it 
for the dugout, but for some reason no more shells came 
over, much to the mystification of the French, who were 
inclined to remain in the dugout in anticipation of a 
barrage. Finally we started on without them, but had 
gone only a short distance when they overtook us. The 
words of the captain, "This is far enough, we will take 
it from here" were pleasant music to our ears, and in less 
time than it takes to tell about it, we were headed back 
on our way toward home. 



(99) 



FOLLOWING THE DRIVE WITH COLORED 

TROOPS 
By Sergeant Crane 

During the St. Mihiel drive the first platoon's work 
was to connect the French with the German steel through 
the St. Jean Canyon. While waiting for the big show- 
to start, we «ere quartered above Manonville in Swiss 
barracks with a detachment from the 12th Engineer-. We 
were doing odd jobs, mostly cutting out grades between 
Manonville and Minorville. It was here that we had our 
first experience with colored troops, a company from the 
517th Service Battalion. 

The drive started, as you all know, early the morning 
of September 12th. We expected to start out that morn- 
ing, but no such luck. We hung around all that day and 
word came that we were to start at 7.00 p. m. on Wednes- 
dav the 13th, the colored boys to go with us. Three of us 
were sent on a truck to the camp of the colored troops 
to help carry some of their rations. We loaded up and 
were on our way back by 6.00 o'clock. The road was very 
congested and incidentally very muddy. 

The road through St. Jean Canyon is not the best, 
as the canyon is lined witli trees and heavy brush, together 
with countless grades. In plain language, it is tough 
navigating and darker than hell. We got along finely 
for the first hour and by that time it was very dark. Wc 
knew we were going, that's about all I can say, but how- 
to get there was something we didn't know. We were 
bound for Pont de Metz and knew it was in the direction 
of the front line, but what road to take was mere guess- 
work. We kept on going. The truck wasn't hitting very 
good and our carburetor was flooding constantly, so we 
were using "beaucoupe" gas. The gas tanks we had were 
down in the bottom of the truck, so we had to unload anil 
get at it. It was a difficult job. The mud was about six 
inches deep, and as I said before, the night was very dark, 
so you can imagine the tone of our conversation when the 
engine stalled or anything went wrong. 

We came to a cross road after an hour and asked the 
M. P. there for the correct road to Pont de Metz. There 
were two roads, one level, the other a long grade, and at the 
time very congested, a string of ammunition trucks 
going up and artillery trains returning. The M. P. 
directed us to the congested road, instructing us to turn 
to the left a few kilos beyond. We were about two hours 
getting off that grade. Everything was tied up, trucks 
ran into us but we stuck on the grade. At last we got 
through and came up on a bit of high ground. The road 
seemed to run along the top of a hill. All during this 
time there were many of our guns in action and very few- 
greetings from Fritz. 

On our left was a long row of brush. All at once 
about five long range 155s let 'er rip. It about knocked 
us off the road. We got off the track and went into the 
P. C. and were told we were on the wrong road, so we 
had to manoeuver a bit getting the truck turned around, 
getting down on the ground and feeling our way, for if we 
ever went into a ditch we would have been finished. We 
got it turned after some work and started back. On our 
way we ran into two trucks, but nothing serious happened. 
We found the right road after a few hours' travel and 
ran into the colored boys, who were marching up. They 
were a wonderful lot. They had never heard a gun before 
and I'll wager there were very few who wouldn't have sold 



his chances for a can of beans. They were very wide-eyed 
and the questions they asked would make any man throw- 
up his hands. 

W r e passed them and about three kilos ahead came into 
a very narrow and muddy road. Here the truck stalled. 
While working over it, willing to give our right eye for a 
drink, along came a battery of heavy French artillery long 
range 155s on rubber wheeled trucks, drawn by eight 
horses to the gun, and our track stalled in the middle of 
the road. We hailed the "frogs." They stopped but 
were getting impatient. We were all getting a fine mud 
hath and had our truck about ready to partee, but the 
"frog" sergeant had orders of his own also, and was 
endeavoring to use his hands, having long exhausted his 
vocabulary, telling us how to get out. Well, they started 
out before we cranked our engine and the first gun carriage 
fouled our truck, pushing it to the side of the road with the 
wheels jammed. A few "frogs" and two of us got a goodly 
sprinkling of mud. It caused us another hour's work 
before we again got on our way. At last reaching Pont de 
Metz, we ran up to the light railway, thus ending a very 
wild ride. 

It was about 6.00 o'clock in the morning then, so we 
started to find something to eat and, if possible, to sleep, 
but the men were sent back with the truck and given a 
gang of negroes. We started to build a grade, making 
good progress, but I will say the colored boys were willing, 
but very cautious and timid. They were willing to work, 
but as one of them expressed it : "Boss, I ain't no fire 
eater. I'se willin' to work like hell, but dese here bumbs 
jus' make me feel an awful long way from home. I'se got 
a big famblv." They were afraid to walk around, much 
less put a pick in the ground, for fear they would hit a 
mine. They got down to work in the afternoon and though 
tired they didn't kick. 

On the second day we were about half way over "No 
Man's Land" when one of the boys came up to me savin"'. 
Boss, I'se don' got the best souvenir. Some potato masher. 
Gwine to send it home." He stated that he would take it 
to pieces, screwing off the end. I saw that it was a German 
hand grenade. I told him what it was and that if he 
screwed off the end of it it would blow him to splinters. 
He nearly turned white, dropped the grenade and ran. 

We had quite an assortment, among them two or three 
preachers. One was a licensed clergyman. He used to 
keep them all working and I must say he was game. He 
would tell them they had religion, so keep faith and they 
would be all right. One of them said to him one day after 
a shell came over them and burst 300 yards away : "I 
may have religion, nigger, but I sure can run." And he did. 
I couldn't get him out of his hole for nearly an hour. 
Whenever they heard the slightest whistle they were on 
their stomaches and stayed there until I started to threaten 
them. 

One day, about a week after the drive, I had about 
twenty-four of them salvaging steel from the old French 
trenches. I had unloaded a hand grenade and was playing 
with it. They were all working but kept their eyes on me. 
I pulled the pin from the grenade and threw it. I don't 
know how it happened, but I had no sooner let it go than 
over came a big one landing about 300 feet short of us. 
They all turned white, and I myself did not know what had 
broken loose. There was fully twelve inches of mud in 
the trench and they flopped into it. It was about 3 o'clock 
in the afternoon and a regiment of M. P.'s could not get 



(100) 



them out of it. Quite a number of shells came over and 
burst around us. Every time one landed they would say, 
"Oh, Lord, have mercy," but that's about all. 

At that time we had a number of men working up 
ahead toward Thiaucourt, where it was hotter. Whenever 
one of them got lazy all I needed to say was, "Well, you 
go to the front tomorrow" and he would work. 

One fellow, his name was Cleve Glover, was very timid, 
a little short and stout boy, one could not get. him to part 
with his steel hat. I used to say : "Well, Cleve, you are 
going to the front tomorrow." He would get all flustered 
and say : "Boss, don' talk lik' that. You make me 
nervous. I don' lik' dese bomb shells. Why don' you 
talk about something nice." He was a deacon from a 
colored church, but was never cut out to be a shell dodger. 

The preacher was a very slim, tall fellow. He had 
made a few trips to Vieville and told me about his experi- 
ences. Coming across a field one day several broke around 
him. "I thought my time had come, but I run as fast 
as I could and hcah 1 am." 



lanterns proceeded to clean up the damage. Evidently 
the light attracted the enemy's fire, for a number of gas 
shells came over, landing very close. One of the boys in 
the detail went to the truck train without his mis mask. 



TRACK LAYING IN "NO MAN'S LAND " 
COMPANY A 

During the early days of September, while the first 
platoon was working in the Bois Chanot, we had repaired 
the soixante and made some important changes on bridges 
in anticipation of the St. Mihiel offensive. Immediately 
after the barrage started, which marked the opening of the 
drive, we left for the front on a train loaded with rail and 
other supplies for soixante construction. At the time we 
left camp for the front it was dark and a slight rain was 
falling, the roar of the guns echoing and resounding in the 
canyon through which we passed, made it seem as though 
the number of guns participating in the barrage was multi- 
plied a hundred times. The sky was lit by flashes of fire 
from the continuous discharge of cannon, the whole forming 
a setting for a scene not easily forgotten. It was our 
intention to reach the end of the track and start following 
the drive, but a bad derailment at a point afterward called 
"Hard Luck Curve" necessitated our unloading and sleep- 
ing on the ground until daylight. At the break of dawn 
we arose and replaced several sections of bad track that 
could not be negotiated with American equipment. After 
a light breakfast we proceeded to what had been, the night 
before, the front line trenches, where the soixante ended. 

At noon we saw a Boche aviator in an allied plane 
slip over the lines, bringing down in rapid succession three 
observation balloons. After destroying these balloons, he 
made a circle and came directly toward where we were lined 
up at our rolling kitchen for dinner. Swooping down 
toward the mess line, he opened up with his machine gun, 
but was frightened away by the appearance of allied planes 
before he could do any damage. Volley after volley was 
fired at the escaping Boche who, before he could reach his 
own lines, was brought down not more than a mile from 
the place where he had created so much havoc. After 
dinner we started laying steel across "No Man's Land." 
At about 1.00 o'clock the next morning, after having 
worked eighteen consecutive hours, an officer in charge of 
an ammunition train came to our lieutenant for assistance. 
The leading truck had broken through a bridge, thus 
blocking the road and preventing following trucks from 
passing. This train was transporting small arms ammu- 
nition for the doughboys, and it was urgently needed. Our 
lieutenant called for a small detail and with the light of 




Laying Track Across "No Man's Land" 

He had been so long in finding it that the sergeant told him 
to come on without one, and when the gas came over the 
sergeant took off his own mask and gave it to the man he 
had caused to be on the job without one. 

On September 15th we connected the newly laid steel 
with the old German lines, thus giving a continuous line 
from Sorcy to Thiaucourt. The German line needing 
repairs, it was not until September 19th that we started 
using this line for transportation of supplies and ammu- 
nition to the doughboys. On September 27th a detail of 
twenty men moved up to a canyon between Vieville and 
Thiaucourt, situated about one kilometer behind the 
American outposts. The place where they had originally 
intended to camp had to be abandoned because when they 
arrived there they found five men and eighteen mules that 
had been killed the night before. The Americans named 
this place "Shrapnel Valley" as it was full of American 
artillery, consequently it was being continually shelled. 
We set up our kitchen and the men dug in on the hillside. 
After dinner the shell fire became so heavy and the air so 
full of gas it was impossible for the men to continue their 
work, so it was decided that, under the circumstances, the 
men would be unable to obtain sufficient rest at night to 
carry on the work in the day time, so they moved back to 
camp, therefore, going to and from work on a train pulled 
by a gasoline tractor. One portion of this road, just after 
leaving Vieville, was on top of a hill exposed to the direct 
observation of the Huns, and we were shelled every time we 
crossed over this hill. We were glad to get the job finished. 
It was too warm for comfort. However, we found we were 
jumping from the frying pan into the fire when we moved 
to the Argonnc — but that is another storv- 



GETTING THE BOCHES' GOAT 

It was one of those rainy days during the St. Mihiel 
offensive while a detachment of our company was working 
on blowouts on the narrow gauge. Our reserve rations 
were getting pretty low when one of our boys spotted a 
goat which was not speedy enough for the Germans in 
their retreat. 

We then planned to trap it, and one of our "buddies,*' 
who had never done anything besides herd sheep in Austria, 
said that he would get the goat in a very short time. The 



(101) 



next thing we knew the Austrian was down on all fours 
with a bunch of grass in his mouth, a little bell around his 
neck, making a noise with his mouth which sounded like a 
steamboat, but he said it was the way they called goats in 
Austria. 

It was not long before the goat was prancing around 
and wagging his tail as if he were pleased. The goat 
bounded forward and when he was in a few yards of the 
sheep herder he stopped and looked as if something was 
suspicious, but it was too late. The Austrian made one 
bound and was on top of him. 

The goat then become wild and started off on a dead 
run with his opponent still on his back. When the goat 
had gone about a hundred yards and being excited, he 
leaped into a big shell hole which was full of water. Our 
boys, string the splash, ran to the rescue just in time to 
save the Austrian's life, as he was not much of a swimmer. 
We threw a rope to him and he grabbed it with one hand 
and still had the goat in the other. 

We had no trouble in getting it dressed and as for a 
cook we had some lads that have done nothing else but 
cook in the "jungles." We had some feast, and until 
the!) never knew there was so many soldiers in the A. E. F. 
The doughboys even left the trenches to get a piece of 
the fresh meat. From that day on we never saw or heard 
anv more of the kaiser's goat. 



NIGHT WORK 
By Clarence P. Hobert, Company B 

Company B's first experience at night, work was on the 
construction of the Broussey loop, one-half of the company 
being required for this work. It was necessary to build this 
line at night, owing to the close proximity of the front lines, 
which were about two kilometers north. The men were 
rather nervous the first night, but the tension wore off 
after a time. The second night found them hard boiled 
and many of them smoking. 

Owing to the darkness, a white tapeline was placed 
along the center of the grade and each squad was assigned 
a certain number of feet. The third night the Boche sent 
over gas. However, this caused little confusion. The men 
dropped their tools, put on gas masks and walked to the 
train, arriving at their barracks in a short time. Gas 
was sent over again the fourth and fifth nights. 

The grade was completed, steel connected and ballasted 
and the line was ready for operating the seventh night. 
The only shelling during this work was on the last night, 
when the American artillery sent shells over their head 
continually for an hour, but it seemed an age to some of 
the men. It is anything but a comfortable experience. 

Tin' second experience at night work came ten days 
prior to the St. Mihiel offensive. The entire company was 
stationed at Jouy. The streets of this village are very 
narrow, and heavy road traffic and steep grades made it 
difficult to run the steam locomotives through. There was 
also the possibility of the Boche shelling the streets, thereby 
tying up this important line. Therefore, a line was con- 
structed around the town. The work required patience, as 
it was necessary to work in the rain, with mud ankle deep. 
The fifth night a German plane flew over and dropped a 
flare. It was very bright, lasting for several minutes. 
The men were ordered to get to the ditch and lie down. 
However, nothing transpired. 

On the sixth night, a French truck loaded with gasoline 



rammed into an ammunition train, causing an explosion, 
the flames lighting the skies for miles around. Many gas 
shells exploded and the men were obliged to wear gas masks 
and lie in a muddy ditch for some time. 

At midnight the mule skinner would appear with his 
detail, hauling mess to the gang, which they ate while 
sitting on the mud-splattered ground. On the ninth night 
the track was completed and ready for operation. 

At noon, September 11th, the company was ordered to 
pack and prepare to move. At 1.00 a. m., September 12th, 
they left Jouy just as the barrage opened signaling the 
opening of the St. Mihiel offensive. Hiding for five hours 
on the "Petite Chemin de Fer," between the front line 
and the artillery, the rain falling in torrents and the men 
were soaked to the skin, having little sleep, if any, as the 
roar of the barrage made sleep almost impossible to the 
most fatigued. It was a miserable experience, to say the 
least. 

Early in the morning, as the infantry went over, Com- 
pany B was unloaded at Ansauville and hiked toward the 
front over a road which was occasionally shelled by the 
enemy. They dropped their packs and started to work, 
without interruption for fifty-six hours with no sleep and 
little food or water. The track ran across what was "No 
Man's Land" only a short time before. Trenches had to 
be filled and the dead dragged aside. 

The line was connected, ballasted and in operation a 
few minutes after completion, when an ammunition train 
passed over toward the new front. The men then realized 
the value of their efforts and endurance as a decisive part 
in the general campaign. 



HELPING SHELL THE HUN 
By Barthtt Schilling, Company D 

On the afternoon of September 25th a lieutenant from 
the headquarters staff of the 149th F. A. came to our 
commanding officer for assistance. Together they found 
one of the tractor crews and told them the 149th F. A. 
had only a hundred rounds of ammunition for each battery. 
It was impossible to get it to them in the caisson for 
twelve horses could handle only fifty rounds a trip. The 
roads were practically impassable from the dump at La 
March to the gun positions, due to the recent heavy rains, 
Jerry's evacuation and our advance. The light railway 
was the only available means of moving the ammunition to 
the guns, three miles distant. They needed 3,000 rounds 
for immediate use. A captain came riding up and asked 
the lieutenant what ho was going to do for ammunition. 
The lieutenant explained the tractor was going to bring 
3,000 rounds up as soon as the camions arrived. The 
captain was from the 151st F. A. and he surely exploded 
a bomb in the little party when he asked: "What in the 
hell are you going to do with 3,000 rounds and a six-hour 
barrage starting at 11.45 p. m.?" 

The lieutenant started in surprise and told the crew. 
"I hadn't heard of this barrage, but it's up to you fellows. 
We will have to have it, even if the men have to carry 
the shells. I'll need 15,000 rounds more." 

The 151st F. A. had to have 22,500 rounds, making a 
total of 40,500 rounds of 75 m. m. shells to be delivered 
when the camions arrived at 4 p. m. 

The two tractors got hold of four Boche cars and two 
of our own and delivered the goods in record time, made 
two regiments of artillery happy and doubtless caused more 
or less discomfort within the enemy lines. 



(102) 



Camonf kie 



By Captain James P, Nash 



The one word that became universal during the world 
war that will live forever, its literal translation into English 
meaning: "To make something seem what it is not." 
Much camouflage was used by both the allies and the 
German-. 

One of the most striking examples of fooling the other 




Camouflaged Road and Narrow Gauge Railway 

fellow in the war game came under my observation while 
we were stationed at Belleville, on the Moselle River, and 
just after the St. Mihiel offensive. The salient having 
been reduced and the line strengthened, much to the sur- 
prise and embarrassment of the Germans, and while they 
were still trying to recover and protect their new line to 
prevent the fall of Metz, the American Army had gone to 
the Argonne to begin an offensive scheduled for Septem- 
ber 26. 1918. and left only a few troops in the Toul sector 
to hold the line and camouflage the enemy. As expressed 
by our brothers in arms, the English, we had his "wind up." 
He didn't know what to look for next, but had strong 
suspicions that his next entertainment would be staged 
by the French 8th Army, which was on the right of the 
American 1st Army and occupied the territory extending 
toward the Swiss border from the right bank of the Moselle 
River. Therefore, to cover the movements of our own army 
and keep him guessing, the comparative few left had to 
make noise and disturbance enough to lead him to believe 
that our side had been strengthened and were shifting 
for a new attack on the right. Company E, 21st Engi- 
neers, had played a very important role in the St. Mihiel 
show just closed and every man had done his turn. All 
were tired and needed rest, but on the 20th of September 
Major J. W. Viner, Acting Chief of Staff, came into camp 
and laid a plan before the company commander for hand- 
ling a number of tanks by narrow gauge railroad to various 
points on the front to the right of the Moselle, and asked 
if we could do the job. Having utmost confidence in the 
company and the ability of every individual, the captain 
replied by informing the major that his plans could be 



carried out without the slightest possibility of a double 

and without interference with other important work being 
carried on. 

During the afternoon of September 20th fifteen French 
seven and one-half ton tanks were delivered to the Belleville 
division, each tank having its driver and gunner and a 
number of mechanics and spare men to take the place of 
casuals — if there should be any. All were good looking, 
healthv. happy American young men. The tanks were 
loaded on narrow gauge American flat cars, each of which 
just fit. Everything was carefully gone over, machine 
guns, one pounders, gas masks were tested and everything 
was ready for the start, which was made just at sundown. 
Two train-, two steam engines each, and two gas tract 
What a strange looking sight to see those little miniature 
trains climbing laboriously up the hillside with their cargo 
of death dealing machinery painted every color and spotted 
and splotched up in such a way that one might imagine 
that some novice landscape artist had made an attempt 
to put on canvas the ever-changing colors of a French sun- 
set and then let his colors fall, besmearing the canvas until 
it could not be recognized. On they went until it was no 
longer safe to use -team engines, where gas tractors were cut 
in to go to a road crossing previously agreed upon, there- 
to unload and go into action far in advance of the artillery 
positions and in easy range of the German riflemen. That 
made no difference with these men. They were soldiers 
and obeying orders, notwithstanding the fact that the 
curiosity of the Germans had been so aroused that they 
put up their observation balloons and looked the procession 
over just before Nature closed their observing eyes with 




Use of Camouflage in French Ullage 

that precious hoodwink so important in the game of war — 
darkness. 

The tanks being unloaded, the fun began. Each with 
its muffler wide open, made all the noise possible, until those 
that could hear and not see could easily believe that every 
tank in the Allied Armies were there and manoeuvering— 



(103) 



going into position. Then, as if by magic, everything was 
as quiet as a country churchyard, the tanks coming quietly 
back to the point of loading, each climbing on its car, like 
so many elephants after a circus performance. 

The Germans shelled the woods with high explosive 
and gas without result while we moved the trains back a 
distance of eight kilometers and changed direction. Moving 
to the front at right angles and twenty kilometers from 
the first stand, the tanks unloaded and went into a woods 
for the day. The following night a performance was put 
on at the new location. After the show all was loaded and 
moved back to Belleville before daylight, while Fritzie made 
the music for the movement with his artillery. 

The same morning the tanks were transferred to stand- 
ard gauge cars and went to the Argonne to join that 
offensive. The show was over as far as we were concerned, 
and not a scratch, but not for the Boche. He was terribly 
worried and strengthened his air service to a great extent 
in that sector, putting in all his time in low flying, search- 
ing every wood, ravine and place of hiding, but of no use. 
What he was looking for wasn't there. 

Then began the beginning of the end in an entirely 
different sector. While he had most of his aerial forces 
hunting phantom tanks and was moving reinforcements 
into an abandoned sector. 

The company again upheld the name of the 21st 
Engineers and proved its sterling worth and value to the 
A. E. F. as will be shown by the following letter: 

HEADQUARTERS, 302ND CENTER, TANK CORPS. 

September 25, 1918. 
From: 

Major J. W. Viner A. C. of S., Tank Corps. 
To: 

C. O. 21st Lt. Ry. Engineers. 
Subject: 
Captain J. P. Nash, 21st Engineers. 

1. I wish to express an appreciation of the good spirit and 
efficient work done by Captain J. P. Nash, 21st Lt. Ry. Engrs., and 
his men of the Belleville Division during the tank movement on the 
line during Sept. 20th-24th. 

2. Our movements were tedious and long, and of uncertain 
character due to changes in plans and orders. In spite of this 
Captain Nash and his command were always ready to help us — day 
or night — and cheerfully to place us wherever we requested to go. 

3. Any success we had in our combat marre .vers in that sector 
was due in no little degree to the help so cheerfully and timely given. 

4. It is very gratifying for me to be able to give, in this way, 
my own thanks for the help given to me and my commands. When 
we were tired after the St. Mihiel, wet and fatigued, due to continu- 
ous night and day movements since that fight, we were "Braced Up" 
by this most excellent spirit and willingness to help of the 21st Engi- 



(Signed) 



J. W. Viner, 
Major (cav.) T. C. 
Acting Chief of Staff. 



The spirit of the men was most excellent. The only 
trouble experienced by the officers was to keep the men 
on their own jobs — every one wanted to go with the tanks. 
There wasn't room for them, but they didn't care, they 
would ride on top. It was pointed out that we were needed 
for train operation and they saw the matter in its proper 
light. 

Some, however, did go away without leave and join 
the infantry, temporarily go into action a few times, then 
come home and report for duty. 



TOURING FRANCE BY SOIXANTE 
(COMPANY E) 

The 21st Engineers being relieved in the St. Mihiel 
sector, the regiment started moving to the Meuse-Argonne 
front early in October. Part of the regiment was moved on 
trucks, but Company E traveled on the narrow gauge. 

Leaving Belleville, we proceeded to Scicheprey, which 
was the scene of the first real fight between the Americans 
and the Germans, where the 26th Division held a German 
attack in April. We camped here for the night, building 
improvised roofs on the cars out of boards and our shelter 
halves. The following morning we salvaged a Boche 
portable soup kitchen. After several derailments, the con- 
voy reached the foot of Mount Sec, which was behind the 
German lines for four years and in plain view of our lines. 
We had heard many interesting stories of this mount, the 
French long considering it impregnable. The effects of 
artillery fire were everywhere in evidence and, owing to 
the deplorable condition of the track, our train was delayed 
considerably, giving us an opportunity to hunt souvenirs. 
Guy Baker entered a dugout but came out looking extremely 
pale, and after much effort succeeded in stammering out 
that he had seen a dead Boche. During the course of the 
day we passed through many ruined villages which were 
recently "liberated." One of our trains became lost and 
started toward the front line, but fortunately the mistake 
was discovered before it was too late. 

At one point it was necessary to ascend a steep grade. 
The engine ran out of water, which was difficult to find, 
and night found us still in need. Here we found one of 
the companies of the Third Battalion, which we knew was 
in France, but had not encountered before. The supper 
was served by the light of a few candles. This light 
perturbed the Third Battalion men, who insisted on 
"lights out," but as we considered ourselves veterans, we 
took a chance and kept the lights burning until we finished 
our repast. It was impossible to stop for the night on 
the main line, so we moved on a few miles to a branch 
line and tied up for rest. The Boche evidently decided we 
were not going to rest and shelled the woods nearby and 
repeated it again in the morning. The shells landed so 
close that many of the boys "high tailed" for a dugout. 
We moved again at daylight, crossing old "No Man's 
Land" where there had been some hard fighting. The 
train was derailed several times, giving us a chance to 
explore the shell torn ground. Here we found skeletons, 
some still having their now rusty rifles lying beside them. 
There were immense concrete dugouts torn to pieces by 
large shells, everywhere a mass of ruins and shell holes. 
The earth appeared as if churned, rifles, bayonets, helmets, 
bones, wire, grenades, etc., all mixed together in a mass of 
debris. We did not stop for sleep that night, and in 
the early morning crossed the old lines at a point near 
"Dead Man's Hill," north of Verdun. We finally arrived 
at Cheppy and pitched our squad tents on the hillside 
just above the ruins of the village, thankful to be settled 
once more. 



(104) 




A IHMll©we 9 ©ini Party a Compaey A 

By Hfflirry K, Uoderwood 



It was in the latter part of October. We were follow- 
ing the advance of the doughboys who had slowly but 
surely ploughed their way through the Argonne. We fol- 
lowed in their wake through Dombasle, Malancourt, on by 
Montfaucon and were camped on the outskirts of Cierges 
when the following little incident happened : 

We were sleeping in a hole dug in the ground near the 
'"petite" tracks and banked up on the side facing Fritz 
to ward off flying shrapnel. About midnight the 31st o/ 
October one of our "Soixante cannon balls" drew in heavily 
loaded with ammunition. She puffed and snorted a few 
minutes to switch it into the siding, emitting quite a bit of 
steam and smoke. Once her firebox was opened and for ». 
minute a dull glare streamed out into the darkness, which 
was evidently spied by Jerry, as he began throwing over 
"Dutch confetti," or 77s. I had been lying there awake 
for several minutes listening to the whistle and explosion 
of the shells as they pock-marked the side of the hill 
where two hundred and fifty men slept or attempted to 
sleep. 

Up to this time no one had spoken, thinking the other 
was still asleep. I lay awake a few minutes longer hearing 
nothing but the steady breathing of my comrades broken 
only by the spasmodic explosion of another shell, when 
my ear was attracted by the soft whirr of a Boche 
aeroplane. 

Somewhere away in the distance a dull b-o-o-m-m-ni 
was heard floating through the still air. Within the next 
few minutes several more booms. They had ceased to float 
now and came in quick, sharp crashes, were heard when 
I felt a nudge in my ribs accompanied by a rather shaky 
whisper: 

"Slim, Slim. Hey, Slim ! Are you awake?" Before I 
could answer there came another nudge and again a rather 
j erky voice repeated : 

"Slim, Slim. Hey, Slim — " but he got no further, for 
I didn't in the least need any urging and I answered 
immediately in about the same tone of voice. 

"What is it, Ben?" I answered. 

"What shall we do? Let's go to a dugout !" he replied, 
all in one breath. 



I was pretty strong for going somewhere right now, but 
I wasn't exactly familiar with the lay of the land and I 
whispered back : 

"Do you know where there is one?" 

"Yes, there's one up the track about half a kilo." 

"Well, let's go. Wake up Cy and Frei, get some 
blankets and beat it !" 

It occurs to me now that Cy and Frei didn't need any 
more urging than I did and soon we were all four lighting 
out up the track as fast as the gloom and an ample amount 
of trailing blankets would allow. After tripping and 
stumbling several times apiece from our hobnails skidding 
on the smooth steel ties of sectional rail and stepping on 
the ends of hastily gathered blankets, we hove up to the 
entrance of the aforesaid dugout or "Unterstand" as the 
Germans had it labeled. 

Ben was in the lead, I was a close second and Cy and 
Frei were running neck and neck for third place. 

As Ben stooped to make the low entrance, pushing his 
big load of blankets ahead of him, his foot struck some- 
thing that wobbled and flew back into place. Dropping his 
bundle he struck a flickering match. A pair of hobnails 
presented themselves. Beyond them the outlines of a man 
lying prone on his back loomed out of the inky darkness 
and beyond him more hobnails shaped themselves and more 
men, some lying, some half squatting and the rest standing 
up. A grotesque picture they made, their faces showing 
up strangely white against the thick darkness. The silence 
was positively uncanny. Not another inch of standing 
room and not a possible chance to step in out of the danger 
that, if anything, had increased in its fury on the outside. 

Ben's only expression as he turned to tell us of the 
situation was nothing more than a disgusted wail. 

"Aw, hell, fellows, the damn thing's full." 

Well, to say the least, Ben's exclamation was very mild 
in comparison to three others that were uttered simul- 
taneously after this bit of information had time to sink in. 

Frei, who was the most vehement in his condemnation of 
various and divers kinds of luck, suddenly concluded that 
the wisest thing to do would be to calmly return to the 



(105) 



overgrown gopher hole we had so recently quitted to seek 
more substantia] shelter. 

"Come on, fellows, let's go back," he quietly said after 
his recent explosion of wrath. "If they're going to get us, 
let "em get us there, 'twould be a hell of a note to catch it 
out here running around like a chicken with his head 
cut off." 

The American artillery had in the meantime cut in on 
the celebration and were replying shot for shot, and the 
sky was kept lit up all about by the flash of 75s. This put 
more courage into us as we slowly trudged back to our 
old hole. 

We walked along in silence for a few minutes, each man 
thinking to himself undisturbed, when I finally broke off 
the spell by a loud exclamation and a big burst of laughter. 
My companions looked at mc in utter dismay, the thought 
Hashing through their minds that I had probably gone 
daffy with excitement, but no such thing happened. I 
had only remembered that October 31st was Hallowe'en 
night and the joke was on us. 



ONE OX THE SAM BROWNS 

liif Esterberg, Company A 

One October evening while the first platoon of A Com- 
pany was stationed at Montfaucon, a number of "gaudy 
dancers" were reviewing the past and the dirty deal the 
army was handing them. The results of the meeting was 
that all should go on the sick call the next morning, thereby 
getting a day off. Next morning, if you were watching 
the mess line, you would see some tired looking, sick and 
halt soldiers, complaining on the coarseness of army food, 
on the loss of appetite and the scarcity of eggs. 

When sick call sounded they realized what a job they 
had before them, for all were big and husky and did not 
relish the thought of standing before the M. D. and telling 




Dugouts and Splinter Proofs 

how sick they were. Slim broke the ice by starting for the 
pill man. mustering all latent forces, goes in. No news 
from home, no news of war, could hold these men so spell- 
bound. Each one felt they were doing wrong, and how 
glad he would be if he could only break away, but the 
solemn vow made the night before held them to the mark. 
How hard it was to wait ! Was Slim ever going to 
come out? Finally he showed his tired and haggard face, 
but, oh, what a relief, he was smiling all over. Thev lost 



no time in gathering about him, to hear his tale. The air 
was full of questions. What did he say? What did he do? 
What did you say? Slim threw out his chest and said: 
"It's easy. Why, a fellow can get away with murder when 
dealing with those pill peddlers." Slim told his colleagues 
that he was marked "overworked" and needed a day of 
rest. After telling his pals what to say, he exclaimed: 
"Get the rag out and let's get the poker game started." 

All went well. The boys reported in turn, all came out 
with the same smile of victory on their faces. Noon came 
all too soon for the birds who were enjoying a day off. 
Slowly they took their places in the mess line, still looking 
sick and tired. When opposite the serving table, the 
sergeant in charge of the mess asked each one, "Are you on 
sick call?" The answer, "Yes, sir," came easily. "Well, 
there's an order 'here for light diet for those who went 
on sick call this morning." What a blow ! Breakfast was 
slim because they put on a broken down appetite, but to 
have a cup of black coffee and a piece of bread handed you 
for dinner was too much for a bunch of hungry, lying 
engineers. 

When the gang had all been served they gathered in 
the squad tent to see if anything could be done to meet 
the search}' of food, and to relieve the pangs of hunger. 
All that could be heard from the outside was cursing and 
threats. 

About 1.15 p. m. two of the gang were seen making 
their way to the yards. Others went to the woods, while 
the rest remained in the tent. What they were up to no 
one knew, but the smile on their faces plainly told that 
the difficulty was met, or soon to be. The two that went 
to the yards soon came back. One had a "No. 2" and the 
other a pick. In the open space in front of their tent a hole 
was started and by the way they handled their tools they 
meant business. The others came in from the outside 
world, some with wood, others with pieces of rail, and the 
last one with a piece of corrugated iron and two lengths of 
stove pipe. While the hole was being dug the others were 
making the iron flat with the tools most handy, which 
includes rocks. Slowly the hole took form, and it wasn't 
long before a fire was going and the paint on the iron 
was leaving this world. 

We outsiders were still wondering what they were up to. 
Maybe they were going to wash some clothes, but why the 
smile? At last we got a clue. Slim opened the flap of the 
tent and asked "Where's the bucket?" Someone said "I 
don't know." But one knew. He said: "It's behind the 
tent with dirty clothes in it." Slim exclaimed "To hell 
with the dirty clothes — I want the bucket." Soon the 
bucket was free for its new duty. When the paint was 
well burnt off the iron it Was cleaned with sand and water 
and then I knew what the game was. Some one said "atten- 
tion" and out comes Slim with flour all over his clothes, and 
the bucket full of a mixture no one could ever make again. 
He asked "Is the iron ready?" "Oui" someone said. Sinn 
was just about to try a batch when he realized that they 
had forgotten the grease. 

They could never get it from the kitchen, so some other 
must be found. Someone discovered bacon and another a 
helmet, and no time was lost for the grease was soon coming 
from its hiding place. The big event was on its way. The 
griddle was greased and the first batch of batter was put 
to the test. The first cake was a failure. You would have 
agreed with me had you seen it, for it was over two feet 



(106) 



square and the rest had run over on the ground and into 
the fire. After adding more pancake flour and stirring it 
well with the squad stove poker, the chef again tried his 
luck. Such cakes could never be found at home. Big, 
small, thick, thin, pale colored and brown and more burned 
than cooked, but they were good, for butter, milk and 
syrup was to be had in quantity, and, oh, such coffee. My 




Road Through Devastated Region 

only regret was that I couldn't stay and eat my share, for 
the captain ordered his car for a trip to Vraincourt. This 
same captain no doubt had his foot in the eats the boys got 
for dinner. He saw he was licked, so all he could do was 
look hard and £fo his way. 



FAMOUS NOVEMBER FIRST ADVENTURE OF 
COMPANY B 

By Sergeant Holmes 

For several days we had been getting rumors of a bii;' 
offensive to take place soon and knew that when it started 
we would be called on for our bit. On the afternoon of 
October 31st we were ordered to quit work and go into 
camp. We knew that the next day would be a strenuous 
one. After supper the tools, kitchen and rations were 
loaded on narrow gauge cars and everything made ready 
for an early start next day. We were not to break camp, 
but two squads were left to guard and keep everything 
ready for our return which we expected would be several 
days later. The roar of artillery greeted us the next 
morning when we boarded our train, which was operated 
by a crew from E Company. 

As we passed the artillery positions shells evidently 
meant to silence our big guns began landing near the 
track and once we were delayed for half an hour while the 
track was repaired where a "G. I. can" had found a resting 
place a few minutes before. At about 7.30 o'clock we 
arrived at Marcq, formed in company front, unslung our 
packs and procured tools preparatory to going to work. 
This was accelerated somewhat by Fritz, who evidently 
discovered our presence about this time and began tossing 
gentle reminders our way in the form of big shrapnel shells. 
These filled the air with whining bits of metal that made 
the place unhealthful. One small piece found lodgment in 
the ankle of one of the men, Corpora] Walworth, and leav- 
ing him in care of the "medics"' we hastened on up the 
track, thankful that duty did not call for a protracted 
stay in this spot. 



Before we had gone far word was passed along that the 
Boche had made a direct hit on the engine which had pulled 
us up and that the engineer and fireman were both horribly 
wounded, with very slight chance for recovery. Most of 
us knew these men and this new-, stimulated our determi- 
nation to get busy and do our best. We found a beautiful 
piece of narrow gauge waiting to be repaired. The Ger- 
mans had simply moved one rail of a standard gauge 
road over and made an almost perfect narrow gauge, in 
excellent line and surface. However, as they retreated they 
had blown up every third or fourth joint and every switch 
with dynamite. Our work was to repair this damage. We 
worked ahead toward Grand Pre with Jerry eternally 
throwing his "big ones" and "'whizz-hangs" at us. Inter- 
mittingly we repaired track and hugged the bottom of 
some friendly ditch as each succeeding shell screamed it ^ 
approach. 

I would not give the impression that our own artillery 
was idle. We were surrounded by gun positions and our 
gunners must have sent over at least ten shells to every 
one of the Germans. There were many narrow escapes, 
thanks to quick movements ditchward and to plain luck. 
Many of us were covered with mud splattered by shells 
that exploded near us. In fact, one party arose after a 
shattering explosion to find their guns, which had been 
stacked within a few feet, had been entirely destroyed by 
a shell. We worked ahead to where we had orders to 
stop, and here the mess sergeant and cooks overtook us 
with dinner, which they had pushed all the way from Marcq 
in a small flat car. Never had "gold fish" tasted so good. 
In fact, lots of us ate it with relish for the first time. 

We continued to work till late in the afternoon anil 
then trudged back to our packs and began digging in for 
the night. Of course, Fritz, thoughtful as ever, remem- 
bered us about supper time and the scream of falling 
shrapnel was responsible for more than one failing appetite. 
However, the fear that we would be favored with more of 
his attentions in the shape of gas shells during the night 
failed to materialize, and every one enjoyed a perfect night's 
lest which such a strenuous day always brings. The next 
morning at 4*. 00 o'clock we were up and busy eating 
breakfast and soon after we were out completing the work 




Effect of Shell Fire on French Buildings 

we had started the day before. The Germans had been 
driven out during the night and were retreating and dis- 
turbed us very little this day. Early afternoon found us 
and the train going back to Cheppy, singing and happy, 
with a feeling of duty well done and knowing that a hot 
supper and a good night's rest awaited us. 



(107) 



A HOSPITAL EXPERIENCE 

During the St. Mihiel drive, while riding a salvaged 
German engine, which ran into some track, damaged by 
shell fire, I was injured. An ambulance passing the camp 
was stopped and I was placed in a French collapsible 
litter and conveyed to a field hospital at Beaumont. The 
hospital was on the second floor of the only intact building 
in town, which prior to the drive was part of the third line 
trenches. The hospital was crowded and I was placed in 
the hallway with four other patients. Here the French 
collapsible litter justified its name and collapsed, causing 
me to lie on the concrete floor of the hallway with the 
result that I was almost frozen to death. The place was 
infested with rats and I was obliged, due to my helpless 
condition, to lie there and watch the rats hurdle my body 
in an effort to get to the traveling rations of the patients 
beyond me. There was quite a contrast between the upper 
and lower floors of the building. The lower floor was 
used as a Salvation Army hut and the soldiers came in 
played the piano, sang and enjoyed themselves as much 
as possible. During my stay here we were visited by the 
Salvation Army girls who gave us doughnuts and hot 
chocolate. I have never eaten anything, either before or 
since, that tasted as good as these doughnuts and choco- 
late. From the field hospital I was transferred to an 
evacuation hospital at Toul, where my case was diagnosed 
as a medical case and I was promptly shipped to Base 
Hospital No. 82. This was a very large hospital, having 
eighteen sections with eleven wards to each section. The 
medical detachment here had only been in France a short 
time and the patients were given the very best of 
treatment. I was taken into the receiving ward and 
later taken to the bath house and given a sort of a Turkish 
bath. It certainly felt fine to be real clean once more. I 
ivas then assigned to the ward that handled such cases as 
mine. The nurses were very inexperienced at handling 
soldiers, having spent most of their time taking care of 
refugees and babies. They gave us the same treatment 
they had been giving the babies, so it is easy to see that 
we were well taken care of. In this ward were men from 
every branch of the service in the United States Army. 
They all told stories of the battles they had been in with 



would manufacture some. After a short time I was given 
clothes and assigned to light duty. Here I might mention 
that each patient was given his day's work to do to 
determine whether he was physically fit to go back to his 
outfit as a Class A man or whether he should be marked 




Romagne-en-Argonne 

the result that a good many battles were fought in that 
little ward that never happened on a battlefield. Im- 
proved in health, I was moved from ward to ward until I 
became a walking patient. After becoming a walking 
patient, I would go through the different wards giving the 
fellows the news. When there wasn't any news to give, I 




Red Cross Nurses Assisting the Emergency Field Hospital at Sorcy 

Class B or C and sent to the S. O. S. to do such duties as 
he could perform. While I was doing light duty I was very 
curious to go through all the departments and learn the 
workings of the hospital. I told them I had had experi- 
ence at first aid so was assigned to take care of sick calls. 
Later worked in the drug department, medical department, 
Red Cross supply, morgue and finally as assistant to the 
personnel officer. To the kitchen force, which was prac- 
tical^ all French, I passed as a sanitary inspector and since 
I had only nice things to say about the way they kept their 
kitchen, I fell in for quite a large share of the little luxuries 
that the cooks made for themselves. One day, feeling that 
the patients were not getting enough candy, I took it upon 
myself to steal a large cake of chocolate from the kitchen 
to distribute among them as far as it would go. A French 
girl, who had evidently had considerable hand grenade 
experience, caught me in the act and made a direct hit with 
an open can of Eagle brand condensed milk, causing me to 
take a bath and make a complete change of clothes. 

In one of the wards was an opera singer of international 
reputation, and he promised to sing for us providing I 
would get a piano and some songs. I received the loan 
of a piano and music from' the officers and at the suggestion 
of the colonel, rounded up all the talent I could and put on 
a little vaudeville show. The program was made up of the 
following acts: The opera singer, Broadway Kelly, a buck 
and wing dancer, a trap drummer from Philadelphia, who 
played the traps on a bread pan; a piano bumper from 
Frisco, an Irish comedian from Wyoming and finally a 
memory expert. Everybody was highly pleased with the 
show and I suppose they have put on many more such 
little shows with talent taken from among the patients. 
My time expired and I was marked Class A and sent back 
to my outfit. I went through an equipment camp, where 
I received a brand new outfit, then to a replacement camp, 
where I got intense drilling for a week or so, and finally 
to a distribution camp, where the R. T. 0. gave me trans- 
portation back to my command. I want to say a word of 
praise about the Red Cross. On my trips both to and 
from the hospital I was kept supplied with candy, cookies, 
cigarettes, chewing gum and many other little luxuries by 
industrious workers of the American Red Cross organi- 
zation. 



(108) 



A P©ririmi§§ioe 

By W, A, Stone 



After an exciting time with the French "Chef de Gare" 
we finally got our "ordre de transport" fixed up and to- 
gether with other necessary credentials that go to prove 
we are not A. W. 0. L. should an over-conscientious M. P. 
pick us up, we rushed to the depot to catch the 7 o'clock 
train which true to tradition and French schedules was 
two hours late. 

Being well nigh exhausted by all these preliminaries, 
we returned to our apartments and waited for the "Chemin 
de Fer." We sat with our overcoats and hats still on and 
our mussett bags slung over our shoulders ready to "partir 
tout-de-suite" when our belated train arrived. Every toot 
from the switch engines in the yard startled us to instant 
mobility only to subside again to a game of solitaire or a 
slant at an old magazine. 

Promptly at nine p. m. the festive train of side door 
coupes arrived with sweet scents of vin rouge and garlic 
permeating the atmosphere. We five hard and semi-hard 
boiled "slim gauge" boys boarded the train and started on 
what was to be a glorious tour of France. The first lap 
from Conflans to Nancy, a distance of only about fifty 
kilometers took only, with the present rapid transit service 
of the Est Railroad Company, seven hours. 

The train was cold and dark and dreary, 
It stopped and we were froze and weary. 
The town of Nancy we espied and made a raid, 
To a cafe, to warm our bones on lemonade ( ! ) 

At that hour the only place open was a tea room which 
served hot chocolate only. However, this served to thaw 
us out. We then spent the balance of the morning unto 
dawn at the Y. M. C. A. cursing the institution like a 
lark before a tireless stove. 

At six a. m. we had breakfast at this worthy place and 
with a full mouth and an empty stomach we again rushed 
for a train, the 6.30 for Dijon. To say the least we 
caught it. 

We would have caught the same train at noon if we 
had waited that long, but the French patrons seem to 
get there on time and if you are to be "a la mode" and get a 
seat, you have to follow suite. 

We all procured places but not together, so the only 
conversation for the balance of that day was in pantomime. 
I was in a compartment with one Lieutenant, two women, 
two civilians and two soldiers, all French, each having 
the omnipotent vin rouge and a hunk of bread. The 
French have a faculty of becoming quickly acquainted 
and in a few moments all my fellow travelers were in 
mutual conversation. Being of a reclining disposition, 
I meekly sat back quietly listening and enjoying them in 
their native state. 

The conversation led from one thing to a million others 
as far as I was concerned, but upon hearing the word 
Americaine, I opened my ears and caught some remarks 
that pertained to myself. I did not catch the gist of it 



but pretended to understand and when they laughed 1 
joined them and then they became embarrassed. It re- 
minded me of an instance that occurred to me. I was try- 
ing to rent a room in a village where I was billeted, and 
with all my best French and nerve, I asked the Madame 
if she had a room to rent and — relaxing after the struggle 
to get those words out of my system, she answered in 
good English, "No, I am sorry, but I can not accommodate 
you." I at once tried to recollect what I said in her pres- 
ence as we Americans say many things to the French that 
we would not say if they understood. 

Another incident on that train. A French "Croix 
Rouge" worker came through the train for a collection. 
She looked in our compartment and upon seeing an Ameri- 
can, asked for a donation. An American to them is "ready 
money." I gave her a franc but she did not tackle the 
French Lieutenant, who became very sleepy until she had 
left. He then looked up and smiled at me. 

Our route took us through Epinal and Chilandry and 
then to Dijon, where we arrived in time for a good dinner. 
Until that dinner I was under the impression that a good 
French dinner could only be had in an American city, but 
I am convinced that it is occasionally possible in France. 

We checked in at the A. P. M. (American Provost 
Marshal) which is a necessary procedure wherever a sol- 
dier, officer, nurse, Y. M. C. A. or Red Cross worker or 
any one in the American Army service, should perchance 
be. The A. P. M. tills you how long vou can stay and 





g 






^LJmM'* IteL 




Tx^5%Kn%* -51 


u^^^^r^^^^'' ' 'tSB*^ft5M 








Jl-Jk 


"^ -rflli^^H 


Wl - JMviij^K 


WJmW* . *S%BL 


t. mm 


JmmW ! II 


1 1 jsnofc j ^moMMk 


,JH 


afrffrr m^g 





Tin- Casino, Monte Carlo 

what train you must leave on. Beware of the M. P. if 
you did not pay your visit to the A. P. M. Of course 
the "bucks" all' like to put it over on the A. P. M. and 
often get away with it. The satisfaction of a few hours 
overstay in a town seems to be worth the chance of a couple 
of months in the brig. 



(109) 



Dijon is a very clean modern French city with crowded 
hotels. We have learned that you can see the sights of 
Dijon best by looking for a room. We wandered over the 
entire town and finally located some rooms in an ancient 
hotel. Hotel Savage ! And as the name, so was the hotel. 

Listen, my people, and you shall hear 

Of i place which is so strange and queer; 

Where thieves and crooks hang out galore. 

Who worked within and out the law. 

Many tales have been told 

( )f revolutions fierce and bold. 

Of how the famous "Guil-lo-teen" 

Chopped off more heads than steen. 

In this Hotel Savage was laid 

The plot that for the French was made 

A land for honest folks and crook — 

And in this place, a room we took. 

It was indeed a picturesque place. A carriage entrance 
led to the court yard where the landlady, a wicked eagle 
beaked, round shouldered individual, greeted us witli many 
bows so characteristic of the French. She showed us to 
our room, which was away up in the attic. When we en- 




Bird's-Eye View of the Rock of Monaco and Monte I arlo 

tered the room it was apparently unoccupied, but after 
reclining a sort of creeping sensation told us that there 
were strangers present. 

After climbing down a ladder at 3 a. m. we quietly 
stole away into the darkness and hied ourselves to the Gare 
to catch a train for Lyons. This time the train left as 
per schedule. That is the disagreeable feature of French, 
transportation, the train occasionally leaves on time, so it 
is absolutely essential to be on the dot. We boarded the 
1st class section and were requested by the conductor to 
move to the third class. We decided not to understand him, 
but slipped him a package of cigarettes, he shrugged his 
shoulders, raised his arms in utter defeat and left us. 
Soldiers are supposed to travel third class, but an American 
cannot see it that way, and usually travels first class and 
crabs at second class, rides third class under protest. We 
arrived at Lyons in the morning and talked the A. P. M. 
(an almost impossible feat) into allowing us to stop over 
24 hours. 

Lyons is a very beautiful city of a million people. It 
is situated at the junction of the Saone and Rhone rivers 
which are spanned by very artistic and graceful bridges, 
one being dedicated to President Wilson ("Pont de Wil- 
son"). We put up at one of the best hotels and slept 
in the king's suite, one of the most luxurious chambers I 
have ever seen, and whee ! Like sleeping on air. Such 
a contrast after sleeping on boards for a year. 



War is hell the soldier said, 

As he lay in his bomb-proof lied, 

For I have sought the rest, that could not be, 

For feather beds with canopy 

We have forsaken for the war, 

And slumbers sweet we'll have no more 

Until triumphantly we have returned. 

And tell the world what we have learned. 

And upon our couches so sweet and pure, 

Shall all the bumps upon us cure. 

We toured the city from one corner to another with 
no end of interest, we visited many modern shops and res- 
taurants and felt like prosperous civilians until an M. P. 
hove into view and told us to button our coats and take 
our hands out of our pockets. We walked through the 
older part of Lyons where the poorer people reside, or 
rather exist, and would suggest it as a good field for a 
settlement worker. Taking a cog-wheel tramway up a hill 
we arrived at a very pretty section of the city and here 
we found a high steel observation tower which rises to a 
height of 1,500 feet above the city and a magnificent view 
of the surrounding country can be seen from here. The 
winding Saone and Rhone rivers disappearing in the dis- 
tance after flowing through the richest grape country and 
fruit belt of France and away off to the east about 200 
miles, the high snow crest of the Alps are in plain view. 
We made the acquaintance of two mademoiselles who had 
been to the states and spoke English well. They guided 
us around to many points of interest and in the evening 
we went to a vaudeville show, in French, but very good 
as far as I know. 

The next a. m. we caught the train for Marseilles, but 
as it was a permissionaire train and a bit slow we decided 
to get off' at the first town where the A. P. M'. was not. 

Life would be so sweet and grand. 

And joy would be supreme, 
If one could travel through the land 

Where he has never been. 

Valence being the first place where the M. P.'s were 
conspicuous by their absence, we detrained and spent a few 
hours in this modern little town which showed Spanish 
rennaissance influence, especially its architecture. We 
boarded a first class express train for Nice but were 
obliged to stand up for thirtcn hours without food or drink 
except, a can of sardines and some raw eggs, purchased at 
a canteen at one of the depots. The semi tropical country 
we were now traveling through abounded in oranges, lemons, 
figs, and olives and presented, a decidedly different aspect 
from the mud of northern France. Our train took us 
through Avignon, an historic place, having been the seat 
of the papacy for 70 years during the 1-ith century. We 
passed through Marseilles in the evening, arriving at Nice 
at 1.1 P. M., after a ride along the blue Mediterranean. 
We were assigned to a hotel where we were to spend the 
eight days as guests of Uncle Sam and we were indeed 
well taken care of. 

Nice is an ancient city originally built by the Phoecean- 
Greeks and has been the scene of many conflicts but since 
its annexation to France in 1860 it has been the rendezvous 
of the whole world. Never before in its history did she 
have the aspect she now wears, and the Queen of the 
Riviera will probably never again have quite the same 
appearance. The greatest change being around the Quay 
de Anglais and the Palace du Jettee which is now occupied 
by the Y. M. C. A. for the enlisted men on leave. The 
modern or major part of Nice is a mass of fine hotels. 
It has wonderful parks with palms and oranges and flowers 
of every description. From the top of Chateau Rock, 



(110) 



which rises out of the water, one can see the snow covered 
"Alps Marantime." The colorings of the mountains that 
skirt along the coast are marvelous. The weather is un- 
surpassed, warm sunny daj r s and cool comfortable nights. 

The Y. M. C. A. has here made up for much that it 
failed to do in the advanced areas. It conducts a large can- 
teen and restaurant, billiard and pool hall, theatre, lecture 
and motion picture theatre, writing and reading rooms and 
dancing with real American girls, nurses, Y. M. C. A. and 
Red Cross workers. The children of Nice have been taught 
the chewing gum vice and continually pester the Americans 
for gum and cigarettes. 

Nice is probably the most cosmopolitan resort in Europe 
and is an ideal place the year round. The afternoons are 
devoted to promenading, and along the Esplanade you 
will find the aristocracy of Europe and their dogs and 
silk stockings forming an important part of the passing 
show. And of course at the present time you find soldiers 
of every Allied nation in their national uniforms. 

We made an excursion via auto to Monaco, Monte 
Carlo, Men ton and made our debut into Italy. Monaco 
is the spotless town of Europe and is the home of his 
majesty Prince Hoyle. We visited the oeeanographic 
museum and aquarium which is said to be the most com- 
plete exhibit of its kind. We made an attempt to enter 
the Prince's Palace, but were outflanked by his army who 
stood guard at the portal. He told us to "On ne passe 
pas," which means keep out. We became peeved at Iris 
lack of hospitality and I am afraid we slandered his majesty 
before leaving his kingdom. A magnificent view- of Monte 
Carlo and its casino can be had from Monaco looking over 
the pretty little harbor lying between. 

We then left for Monte Carlo, a classy busy little 
place with fine hotels and parks and beautiful villas that 
make it a very desirable place to squander your millions. 
We explored the Casino and went through the gambling 
rooms which are very luxurious, having wonderful paint- 
ings of beautiful women to take your mind off your losses 
while playing roulette. On the sea side are handsome gar- 
dens and promenades. Also a fine parapet overhanging 
the Mediterranean and making a splendid place to commit 
suicide. 

Menton, the most south-easterly town of France, which 
is similar to the other places along the Cote de Azur, as 
the French call the Riviera, has also it gambling casino 
for the relief of over-burdened bank accounts. We were 
then taken to the Italian border where the auto was not 
permitted to pass, we got off and walked about a half mile 
into Italy and found that Italian is really the language 
of the country. 

After sixteen eventful days we started on our return 
trip, leaving Nice at midnight on a special train for Amer- 
ican permissionaires. Before starting we provided ourselves 
with a huge loaf of French bread built on the doughnut 
principle with the exception that the dough taken out of 
the hole is added to the washer of life, it could hardly be 
called the staff, also we bought a large sausage, some 
cookies and a petite bottle of cognac. We would have died 
of cold and starvation if it were not for our forethought 
based on experience. The night we spent on that train was 
the coldest in my vast experience. The steam heat was 
not working and added to this affliction, quite common to 
French trains, loaned to Americans, the windows were 
broken, leaving a nice cool breeze into our refrigerator. 
As soon as we left the Mediterranean to our rear, we found 
France covered with snow and ice which probably extended 
to the pole. 



After 21 hours we arrived at Dijon, tired and hungry. 
The train was not going to stop there but slowed down a 
mile outside of the depot awaiting the signal for an open 
block. We looked out. saw no M. P.'s and one by one we 
disappeared down a stairs that lead to the street below, 
and made haste to a restaurant where we fed our famished 
stomachs. We then hunted the four corners of Dijon for 
a hotel with an empty room, but upon failing we reluctantly 
accepted the hospitality of a reclining chair at the 
Y. M. C. A. 

Leaving the following morning on another "American 
Express," which contained box cars with the well known 
inscription on the door "40 homines, 8 cheaveaux," which 
means 40 men or 8 horses. The train stopped at every 
siding and often on the main line for a few hours with 
apparently no reason but to get us back to our regiment 
late. About 4 A. M. the train stopped and after a fvw 
hours immobility we looked out to discover our where- 




Two Tailors and Regiment Shop 

abouts and found that we were a mile or so out of Neuf 
Chateau. 

We walked to town and procured breakfast at the Red 
Cross canteen. After waiting till noon and our train ^t ill 
at the same spot, we asked a major to take us to Toul 
in his automobile. After looking at our travel orders, 
he consented, and we were there in an hour. We caught the 
train of the day before for Nancy. 

We stopped at the Y. M. C. A. hotel and started on 
the last lap to Conflans early in the morning, arriving at 
Conflans at noon in time for a meal of beans and bacon. 
My what a come down ! 

These trips around France are wonderful experiences, 
but the traveling to and fro takes away lots of the en- 
joyment. 

You can talk of Sunny France, 
The land of quaint romance. 
Where snow and mud and rain 
Over it, for eenturie.s, has lain. 
Where wars and revolutions old, 
Fought by warrior knights so bold. 
And kings great, wise, and cruel, 
France has witnessed their tyrannic rule, 
And how the great Napoleon 
Made the hordes of Europe run. 
Until he met his Waterloo, 
And all his mighty powers blew, 
And now she's a great Democracy, 
Like America across the sea, 
Where God has blessed us one and all. 
My friends, heed not old Europe's call. 
Though quaint Europe's art may he choice, 
See our own America first. 



(Ill) 



In the Alp§ 



By W, I, Garren 



Every man who has enjoyed a permission has had about 
the same experiences, differentiated only in numbers of 
bottles or escapades avec la femme. 

However, there is a third feature which is enjoyed to 
a greater or lesser degree according to personal apprecia- 
tion for the scenic. For those who enjoy the wonders 
of the seashore, field and mountains ; France is liberally 
endowed and should furnish no end of pleasure. I will 
here endeavor to describe a trip into the Alps, which I 
believe has been the pleasure of few soldiers, not that I 
feel that I could do justice to this wonderland, only the 
ravings of a poet or the florid descriptions of authors of 
great renown could portray the beauties of this region. 

Boarding a permissionaire train at Lyons in the early 
morning of a clear, crisp day, our route lead us along the 
valley of the Rhone River. After a few hours' ride across 
the plains we reached the foothills and then the mountains. 
This valley is beautiful, passing little villages and mile 
after mile of vineyards, every available piece of ground 
being under cultivation, and here and there an old chateau 
or ruin standing as a landmark of the romantic past. The 
coloring on the mountains in the early morning is mar- 
velous. This type of country continues until Aix les Bains 
is reached, which is located on Lake Bourget and is a 
famous bathing place and at present one of the leave areas 
for the American soldiers. 

From Aix, the route is along the Fier River and past 
the famous Gorge du Fier at Lavagnv, until Anneey is 
reached. Anneey, situated on Lake Anneey, is an old 
Italian town, very picturesque with a stream through it, 
and it reminds one of a Venetian canal, the doors of the 
houses opening directly on the boat landings. 

A circle of white and purple ragged peaks and an 
early morning haze, truly made a rare and mysterious 
setting for the gem-like lake. Its shores are dotted with 
old castles each with a legend of itself and its ancient and 
lordly master. 

It was 4.30 P. M. and rather dark when we boarded 
the Geneva Swiss express. As this train went into Switzer- 
land, we changed at La Roche, a small town in a valley. 
The ride from here to St. Gervais was one continual suc- 
cession of wonders. Picture a wonderful moonlight night, 
clear, crisp and ringing. Picture being down in a little 
valley spotted here and there with small villages, pro- 
nounced by a church tower and now and then a bell tinkling 
intermittently on the stillness, a winding stream crossing 
to one side and then the other. And then to look up and 
for thousands of feet see nothing but towering pyramids 
of snow and ice. We stop a while and people come to the 
train selling Swiss chocolate. The children are curiously 
amused at American soldiers and coyishly crept along the 
station platform gazing at us. Smaller valleys are seen 
in every direction, here are the chalets (Swiss House) we 
have often seen pictured, with their long pitched roofs and 



extending eaves perched in odd positions almost tempting 
the mountains to fall upon them. Large boulders hold the 
shakes on the roof against the wind and snow. Balconies 
project in front supported by huge wooden corbels. Light 
sawed board railings that contrast sharp against the light 
colored plaster of the walls. This is merely the introduc- 
tion to our wonderland. 

In our compartment are two Y. M. C. A. girls and a 
rather elderly Colonel of the Marines who appears to be 
chaperoning them. The Colonel goes to sleep and we 
spend a few very pleasant hours with these American girls. 
What a pleasure to talk to a girl in English. We spend 
the evening counting the Alps we pass and picking out 
wild chalets and rave about the scenery. They are very 
nice girls and we get along fine. 

Now we arrive in St. Gervais, the last town on the 
steam railway. Here we disembark and board a very 
modern electric railway to make the ascent to the valley 
of the Chamonix. This proved to be the most beautiful 
night ride I have ever taken. Starting out from a lovely 
little valley at St. Gervais we begin immediately to climb 
a very steep grade, approximately 6 or 7 per cent. If I 
try to describe this ride I can only under-picture it to you; 
I can best sav that to me it seems as though a huge book 
of childhood fairyland opens before me. Here is the Valley 
in the Moon, weird and clothed in the white snow for fairy 
palaces and gardens. Nature is evident in all its crystaline 
adornments. Trees and rocks are covered with icicles, 
taking the forms of their foliage and jagged surfaces. The 
moon on the ice and snow makes a study in blue and white. 
Few dwellings of man are to be seen and such as do appear 
seem to be the summer homes of some god who is probably 
now on earth basking in the sun of California or Nice. 
This is truly the home of Santa Claus for I am sure from 
what pictures I have seen of the gentleman that he must 
sit up here all summer making toys and reading letters 
from children and when old winter draws near he hitches 
up his reindeers and sleigh and with a long run soars down 
to earth to distribute his wares. This heaven is never to 
end for soon we feel the motors under the car begin to 
strain ; the grade is getting steeper. We look out and a 
thousand feet below in sheer drop a tiny stream can be 
seen, just a melting streak in the snow. Up this valley is 
the great Mont Blanc, rising to the clouds 16,000 feet of 
ice. At the top a large silver moon resting, awaiting the 
time to shine on earth. 

It is of interest here to note that we started out with 
the idea that we were breaking regulations by going so 
near the Swiss border, which was prohibited by General 
Headquarters, but upon arriving at Chamonix much to 
our surprise we learned that a new American leave area 
was about to be opened and aside from the officer and 
several men in charge of the place, together with the two 
"Y" girls who had come up with us we are the first Ameri- 
cans on permission to arrive and we are welcomed by the 



(113) 



men and officers, instead of having to sneak into the place. 
We are placed in the Mont Blanc Hotel, the finest in the 
town, and served in such style as would have made any 
king rave in envy- Our room is large, with three wonder- 
ful French single beds, fine modern sanitary washstands, 
hot and cold water and everything. 

The room has French windows which open onto a bal- 
cony and the panoramic view of the Chamonix valley lies 
before us. At the upper end is the famous "Mere de 
Glace" or "Sea of Ice." Tin's glacier moves very slightly 




Sorcy Bridges, Showing Support at Center of French Arch 

and in it are found wonderful precious stones, opals, 
amethysts, and other fine glasses, which the natives sell 
with great expression of mystery and the many talcs they 
tell of bodies of dead explorers, lost for years to be thrown 
up by the glacier in a perfect state of preservation. Well 
here we are on the top of the earth. Our Concierge, in 
English "chief bell hop and tip gatherer" tells us we can 
in the morning perhaps yes, to ski, if we like, or skate or 
bob-sled, mebe? and after looking over a few people with 
their faces bandaged up we decide that ski-ing and bob 
sleighing is a rather tender sport for amateurs, but feeling 
that having gone through the war we can withstand any- 
thing, we go to bed ready to arise early and try our skill. 
After the usual French "petite Dejeuner" or excuse for 
breakfast, our crusade begins, the native kids all gather 
round, they had probably seen us enter the town the night 
before and are out early to watch us ski. Fitting on the 
skis we just look at each other and laugh, asking (in Rus- 
sian) do youski? and receive the answer whatski? oh, "oui," 
whiskey. Well, a ski is a long piece of flexible wood that 
extends about two and one half feet each way on each of 
your feet so that when you try to walk in the slippery 
snow it seems like you have altogether a total of twelve feet 



to control. The first thought and the only safe one when 
you start out is to slide over sideways and squat like a baby 
and then climb up again so you can fall down better the 
next time. Well, we soon learn how to walk and as there is to 
lir an international bobsled race we proceed to the place 
of the race, a long toboggan or path in the snow and here 
we gaze upon the elite of France. Beautiful madamoiselles 
in lovely colored and white knit sport suits. "Ooo la ! la !" 
and they frolic around in the snow much to our amuse- 
ment and often to their distress and discomfort. Quite 
unlike most French girls, they are not very sociable, so we 
decide they are of the aristocracy and to ski alone for we 
can tumble just as good as they. The race is pulled off 
and the sleds race about 120 miles an hour and we five 
challenge the winners who are Americans, till then we do 
not need any practice. All one has to do is to have enough 
nerve to start and once started only a damn fool would let 
loose of that sled. They refuse to accept so we decide to 
have a race of our own in the afternoon. So with tiny 
bobsleds just like those which are sold in the stores before 
Christmas, we hike the highest Alp for a coast down. Meet 
some plebians or middle class girls who speak no English. 
but are willing to ski with us fluently, and we do. We race 
and run and tumble. "Ooo la, la," is about the only com- 
mon phrase we are sure all understand and there is ample 
excuse for "Ooo, la, las" for a run and a jump on your 
belly onto the sled and off you go down the hill from left 
to right until some snow bank interferes and then "Ooo, 
la. la." 

We return to our hotel in the evening rather tired but 
ready to enjoy every minute of our time. Someone sug- 
gests an idea which is enthusiastically taken up by all. 
The idea is that we being the only American guests in the 
town, it is our place to entertain the "Y" girls in the 
town — fine, all fixed; whist game; hike in the snow on skis; 
return to hotel; party. The girls we came up on the train 
witli are to be the fortunate parties so, everything set, we 
proceed out to round up said girls. Looking for the girls' 
hotel, we meet a "Y" man and tell our story — "Fine, fine, 
oui, oui." Question: "Where does Miss - — , the girl 
we came up on the train with last night, live?" Answer 
by unsuspecting "Y" man : "Oh, you mean the colonel's 
wife?" We in chorus: "Bon soir. Monsieur, bon soir."' 

We all walk about the town buying post cards and if 
ever there was a pretty sight it is to see this Alpine village 
with its peaked roofs and little church all mantled in snow, 
sleighs gliding with their tinkle bells here and there, 
through the crooked streets. We go back to our hotel and 
hold a council of war, i. e.. shall we, or shall we not, go to 
Rome? Common sense and good judgment, together with 
a knowledge of the fact that our pass reads Nice and once 
in Italy we might have difficulty in explaining in Italian 
our credentials, we decide to live up to our pass and go to 
Nice ; another thing that prompts us not to go A. W. 0. L. 
is that it would be hardly good manners for the regimental 
sergeant major, three master engineers and a private to 
he caught in Rome. The evening passes with the usual 
raving about Alps, the peace conference always gets an 
hour's argument, and whether or not to shave, or what 
trains to catch, as there is only one a day out of Chamonix, 
we save an hour's debate and go to bed, satisfied that if we 
do not see another thing or place in France, we have seen 
the best of the highest mountain in Europe and the most 
beautiful part of the Alps. 



(114) 



C'EST LA GUERRE 

( Say la Gare ) 

By Sergeant Harry E. Steyert 

If vou should ask the reason why, 

Back in old U. S. A., 
That prices are so very high 

And the reason for delay. 
They'd answer yon without a sigh 

And without needless pause, 
If you must know the reason why, — 

It's, just because. 

It's altogether different here, 

In Sometimes Sunny France; 
We hate to leave our cam]) for fear 

They'll rob us of our pants. 
Xo matter what we see or buy. 

The prices are unfair, 
Their answer for an alibi 

Is "C'est la Guerre." 

We go into a baker shop, 

A loaf of punk to buy. 
The clerk scans us from toes to top, 

Then prices go sky-high. 
The khaki boys all shed their francs 

For little do they care, 
The Frogs take us for National Banks, 

Again it's "C'est la Guerre." 

If we're inclined to pay a call. 

To village movie shows. 
Two francs to lean against the wall, 

And three for middle rows. 
The words and scenes are Greek to us, 

And room with stuffy air 
Would almost drive a saint to CUSS, 

But— "C'est la Guerre." 

Xow should we visit a cafe. 

Or some Hotel de Gink, 
Strong prices we are forced to pay, 

For weak, diluted drink. 
Rum, ale and whiskey are denied, 

We're turned down everywhere; 
Refused the juice we highly pride. 

For, "C'est la Guerre." 

Our mothers' meals we'll ne'er forget, 

For food our stomachs ache; 
Some French fried spuds, egg omelet 

With a great big juicy steak. 
An oyster stew, and a cut of pie, 

Some ice cream rich and rare, 
'Tis but a dream, for they reply — 

"Finish, C'est la Guerre." 

For cakes and fruits and all as such, 

They surely rob the Yanks; 
The prices asked are twice too much. 

With not a bit of thanks. 
One price for France, and one for us, 

But little do they care, 
For when we ask them why 'tis thus. 

Encore — "C'est la Guerre.'' 

Impure why the train is late, 

The service why so rank; 
And everything is out of date, 

Their progress seems a blank. 
They crowd us in a railroad hack. 

Canned sardines don't compare; 
They have the nerve to tell us that 

Is also, "C'est la Guerre." 

Xow when we choose to promenade 

With bright eyed girls of France; 
And often times we take and parade 

Them to a village dance. 
And when we court our dear French Miss, 

We would not hope nor dare. 
To have more than one hug and kiss — 

For, "C'est la Guerre." 



Six days per week we're always blessed 

With liberal mud and rain: 
It puts our patience to a test. 

And hopes seem all in vain. 
Wi'ri' over here and can't get back, 

Xow what could cause all this? 
There is no war, but now the crack 

Is, "C'esl la Vrmistice." 

Xo matter bow we'd kick or groan. 

When overcharge or sore, 
They could not speak with honest tone. 

Anil say, "It is the war." 
We do not whine, nor kick nor care, 

Nor do we ask for thanks, 
We know it was not "C'est la Guerre," 

Bui "C'est la Yanks." 



OUR HOGS 



By John M. Patton, Company E 

During the spring of 1918, while Company E was 
stationed at Mcnil-la-Tour, our mess sergeant, with tin- 
assistance of several other members of the company, man- 
aged to buy two small O. I), pigs. Quarters were erected 
for them in a Frenchman's field over the railroad back of 
the camp. At the time this all looked good to us — little 
did we expect that before time came to kill them we would 
have to move on several different parts of the front, nor did 
we think that two pigs could cause so much trouble. 

We had for a long time a stable sergeant in the 
company and had often wondered what the idea was of 
having a stable sergeant when we had no stables. But 
here, at last, was a job for him; that of official caretaker of 
the hogs. The first time most members of the company 
came in contact with the hogs was one Sunday morning. 
We were all lined up in company front and "Hairbreadth 
Harry" broke the news to us that some members of the 
company had erected a hog pen on the other side of the 
railroad, and as the ground rent had come due and that the 
owner was trying to charge us excessive rent ; therefore, 
we would pick up the hog pen and carry it over into our 
own back yard. 

In August we moved to Belleville and the hogs were 
moved along. They had now become quite big, also quite 
troublesome. The stable sergeant did not have much suc- 
cess in enforcing discipline, it was impossible to keep them 
confined to quarters and every time the sergeant would 
check up their quarters he would find the pigs A. W. O. L. 
Then a searching party was detailed to round them up. 
Here again we were impressed with the fact that the 
sergeant had not suceeded in enforcing much discipline in 
his squad: they would do squads right or left as the notion 
struck them. If you got too close they would do double 
time: if you got them surrounded they would charge, and 
when you finally got them halted you could not get them 
started again: perhaps due to the fact that they belonged 
to the engineers, they would get out and occasionally dig 
up a Frenchman's potato patch. 

In the fall we moved to Cheppy in the Argonne. A pen 
was built on a "soixante" car and the hogs were loaded in. 
They had now become quite fat and lazy and caused very 
little trouble. Finally, in the latter part of November, the 
day before we moved to Conflans, the pigs were sentenced 
to be shot at sunrise. A firing squad was picked from the 
company who, after using several rounds of ammunition, 
at last got their victims in the vital spot, and the death 
penalty was paid for the many and various crimes com- 
mitted. The company butchers embalmed and dressed 
them the next day. and after lying in state, their bodies 



(11.5) 



were borne to Conflans aboard a four-wheel drive truck. 
They had stood the effects of Boche bombs, shells and 
gas ; also many a mess of Kirby stew, but had at last fallen 
by the designing hand of some of the members of the 
company to which they belonged. At Conflans we had our 
first taste of their precious flesh in the shape of roast pork. 




Narrow Gauge Bridge at Void (Meuse) 

The next day we moved to Longuyon, here the balance 
of their precious patriotic flesh was disgraced by being 
mixed with Boche sauerkraut in the shape of pork and 
sauerkraut. 

Thus ended the career of our two army hogs. 



LIAISON WITH THE FRENCH ARTILLERY 
By Private A. G. Winkler, Company E 

With "boucoup" gas shells and others dropping 
around, there is only two things to do — jump into some 
ditch, which is probably full of water, barb wire or thorns, 
or run into a dugout, which may be full of rats or cooties. 
But the latter is not always available on short notice, so 
you usually fall into anything that looks like a hole. 

I remember one instance when we were moving some 
big guns up through the St. Jean Canyon in sight of an 
observation balloon of "Le Boche." The engineer called 
my attention by a short sound on his klaxon, which is used 
on such occasions. Just about the time when "Old Ed," 
the engineer, was about to express his opinion of the 
balloon I heard a sound whiz-z-z-z, bang! Well, we had 
to execute a right-by-file and a left-front-into-line and go 
into a hole. But that was not all that Fritz sent over. One 
after another for at least two hours with some gas and 
more gas. Of course, it got more and more disagreeable 
in the small dugout, and occasionally we would take a peep 
out to see if he had made a direct hit. No, he had not, 
but he caused us to be delayed by shooting out a section of 
track. 

By that time I began to look for a better place in case 
lie took the same notion to stop the huge monster from 
being put into position, but while an American aviator kept 
the balloon down, we proceeded to put the first "G. I. 
cannon" into place. But Fritz kept up his shelling inter- 
mittently, and between falling into the dugouts and falling 
into the ditches and making our manoeuvers, we were pretty 
busy. 

For three days we had to continue hauling' the huge 
guns. On the 7th day of September, when all the aviators 
from Toul and every other place, held conversation, cut 
capers in the air and went "over the top" to see what Fritz 



was doing, we decided that while they were going over it 
would bean opportune timeto placeour last "blunderbuss" 
into position. We finished placing all the guns in their 
respective positions, and then proceeded to haul some "G. I. 
cans" and small arms ammunition. Of course, it was not 
pleasant riding on a car of high explosive shells with Fritz 
pounding at an object some place where we were likely to 
pass. There was nothing to shut off his view but small 
undergrowth. At times it looked mighty dangerous to 
move either way. I have seen quite a few men that did 
not fear the Germans — that is, after they were captured. 



THE HOMESICK BUCK 
By Master Engineer Wilkinson, 21st Engineers 

I'm sick and I'm tired of the army, 

I'm sick and tired of the grub, 
I'm sick of the life, the war and the strife. 

And all of its silly flubdub. 

I've stuck with the pick and shovel, 

I'v wallowed around as K. P., 
I've seen all the life at the end of a rifle, 

And I'm sick, oh, sick as can be. 

I've got out on cold wintry morns, 

When the bugle sang out reveille, 
I've hunted at night with pale candle light, 

When the cooties were having a spree. 

All my blankets are gritty and dirty. 
My face is all wrinkled and tanned, 

I've worked and shirked where the easy jobs lurked, 
And I never could get into the band. 

r f 
I've been where the mud was thickest, 

I've lived in the pup tent and mire, 
I've been wet, and I've ate all the dirt I have met, 

I've been freezing without any fire. 

I've tamped ties till my hands were all blistered, 
I've tramped on till my feet were on fire, 

I've carried steel rails and wire by bales, 
And just now I wish I could retire. 

I'm sick of parlez-vous lingo, 

I'm sick of them playing the hog, 
They can have all the francs to fill their banks, 

If they'll let me return to ray own sod. 

For I want to get back to God's country, 

The Liberty Statue for me, 
I'll shake every hand I can when I land, 

And I'll lie as happy as only a soldier can be. 

I'll sit by the fire and I'll linger 

With the sweetest girl on the pike, 
I'll sleep in a bed with lily white spread, 

I'll only get up when I like. 

I bear the recall a blowing, 

Some day it will cease to be fun, 
And when I get out, I tell you, old scout. 

If tlnv want me, thev sure must run. 



MUTT AND JEFF, THE TAILORS 
By W. A. Stone 

Two young lads with foreign accent approached a 
recruiting officer and said : "Us two want to enlist the 
army." "What's that ?" he barked at the young men, whose 
hearts were bursting with patriotism. "Me and mine 
friend, Riska, want to go to war." "Well, what dyah 
wana join?" asked the recruiting salesman. "What have 
you got?" asked our friends. "Well, what can you do?" 
"We is tailors, me and Riska." "By gosh, you are just 
the men we want for the 21st Engineers." 



(116) 



Our fighting tailors, Jerry and Hiska, came to camp to 
mend our clothes and sew our buttons just like mother once 
did. To fit them for their jobs they were put through the 
I. D. R. and then they came to France with the 21st 
Engineers, where they were further instructed in the usages 
of a pick and shovel. 

After numerous trials we landed at Sorcy, where we 
gritted our teeth and set to work. We were now several 
months away from mother, our clothes began to show signs 
of wear hence our friends were called upon to open a tailor 
shop. With little or no material. and two old tractors which 
were used for sewing machines, Jerry and Riska opened 
the clothing maintenance department in April, 1918, in the 
regimental supply house. The shop was too short in both 
dimensions and the stove was more suitable for hot cakes 
than pressing irons, but our heroes "hit the ball" and kept 
us in the height of fashion. On the walls were the latest 
fashion plates cut from La Vie Parisiene. 

The only place where the officers had to get in line with 
the bucks was at the tailor shop. But in spite of our 
democratic friends the bucks accused them of partiality to 
the officers and the officers accused them of not being partial, 
so Jerry and Riska had their troubles. 

The tailor shop reminded one of the corner grocery. 
It was here that all the modern topics were discussed and 
the war settled. One sunny afternoon a few German planes 
opened their tail gates and unloaded a few bombs. It took 
a few days to gather up the equipment as Jerry "high 
tailed" and did not stop until he reached Commercy, and 
Riska found his shears at Chaumont. Every bunch that 
went on leave called to have their clothes pressed and service 
stripes put on, but when Major Pugh wanted a coat made 
out of a pair of pants they revolted. They made suits 
for all the adopted children and when a nurse from Mobile 
Hospital No. 39 sent herdress down for repairs it promoted 
curiosity throughout the Toul sector. One man came in 
to have his shoes sewed and the next to be deloused, but the 
fighting tailors met and repulsed all these raids. But the 
war at Sorcy for Jerry and Riska was not so bad. There 
was lots of beer in town and plenty of jam in the ware- 
house. 

Then we moved to the Argonne and our heroes set 
themselves up in a tin shack and domiciled in a box car 
with other unwelcome live stock. The Argonne kept us 
busy and we did not bother with our clothes so our tailors 
stood guard to kill time if not the Germans. Then came 
the order from the First Army to wear the "A" insignia 
and the}' got busy again. They cut out "A's" and sewed 
them on the sleeves of half the regiment. Then came the 
armistice and work piled in again. Major Banks sent his 
orderly with his suit while he laid in bed waiting for it. 
The war for Jerry and Riska had just begun. 

We moved to Conflans, where an elaborate shop was 
established and mirrors and furniture were salvaged and 
they set to work with a vengeance. Many people at Con- 
flans spoke German and the tailors were in their glory. 
They courted the young lady across the street, but Captain 
Mansfield proved a better Romeo. 

Many suits were brought in in the usual manner, especi- 
ally the officers. When one day the serenity of the shop 
was disturbed by the M. P.'s, who hauled Jerry and Riska 
to the Provost Marshal, and questioned as to how many 
salvaged officers' uniforms they had. Poor fellows, they 
knew nothing of the stolen uniforms which were taken from 
a box car in the yard by some unscrupulous persons. 
After being deloused they were released for a few days 



when they were again given the third degree which resulted 
in fifteen days in the "hoosgow," where they performed all 
sorts of pleasant tasks, and were given an orderly, who 
followed them around with a gun to keep curious people 
away. And In-bad-the-Tailors are awaiting courtmartial 
and the First and Second Battalions are leaving, so they 
are again doing their bit to send us home in good clothes 
and spirit. 

In some future day we will see a sign over a tailor shop. 
"MUTT AND JEFF, THE TAILORS," and we'll go in 
and talk about the next war and how we won the last. 



THE SECOND SQUAD AT ANANCY 
By Corporal Fred L. Baker, Company B 

On December 3rd, while Company B was stationed at 
Longuyon, we were told to take rations and tools to clean 
up the Anancy yards, repair the track and other necessary 
work there to put the railroad in good condition. 

Upon our arrival at Anancy we took the day off to 
salvage lamps, stoves, beds and other things to furnish our 
shack, so as to make ourselves comfortable and we decided 
to appoint Gennett as chief cook, which pleased him very 
much. Logue walked track toward Spincourt while King 
walked to Longuyon. The remainder of the boys put in 
their time working around the yards and cleaning up 
around the station. Each day one of the boys acted as 
K. P., cut wood and carried water. 

We were considered a curiosity by the French civilians 
as very few Americans had been billeted there before our 
arrival. But after a day or so the civilians came down to 
visit us, inviting us to their homes and tried in every way 
possible to make us feel welcome, although we had some 
trying experiences, as none of us could speak French 
except to say "oui" and "pas compres." However, we 
learned a great deal in a few days' time, with the kind 
assistance of several Mademoiselles. It was very amusing 
to see us studying and trying to talk with them. I assure 
you we will never forget the young ladies who were so kind 
and patient and tried to teach us what they knew. Every 
time we went visiting the old folks would make coffee for 
us, which we always appreciated. 




Narrow Gauge at Sauvoy 

There was no danger of any of the officers coming up 
and finding us idle or away from the work, because we 
had a stand in with the operators who were working there. 
Every time there was a speeder reported in the block the 
man on duty would come out and give the alarm, "hot 
rail." Everything was running nicely until Captain Minor 



(117) 



came to make an inspection and found something which 
did not suit him. He proceeded to give us a lecture. We 
have not forgotten it. 

During the holidays six more men were sent to assist 
in the work and had to take charge of one of the switcli 
shanties. That made less work for the rest of us, so we 




Metz 



proceeded to have a great time during Christmas and 
New Year's. 

There was one dark Monday morning for us when a de- 
tachment of the 219th French Cavalry was billeted at 
Anancy and another detachment over at Pierrepont. They 
gave a concert at Anancy and followed it with a dance Sun- 
da v afternoon at Anancy and at Pierrepont that night. We 
attended the dance at Anancy and just as soon as we could 
eat supper we started on the five kilometer hike to Pierre- 
pont. It was early in the morning when we arrived home. 
but we had enough pleasure to make up for our tired feel- 
ings, and every man went to work the next morning feeling 
very badly, but glad that he had gone. Soon afterward 
thi 1 French soldiers left for other parts of France. We 
bid each and every one "Au revoir et bon sante." Then 
we settled down to our work and tried to forget our holiday 
pleasures. It seemed very lonesome for a while, but that 
is the old army game. The best of friends must part. 

It was amusing to see how we tried to keep each other 
ignorant of our whereabouts when we went visiting. Some 
would visit at Beuville, others at Pierrepont; two would go 
to Han occasionally, while the rest would split up around 
town. It seemed that all of us were jealous of the other 
fellow. The darkest day of all was when we received a 
telephone message telling us to pack up and be ready to 
return to the company at Spincourt. Of course, we were 
expecting to have to move, but had thought that we would 
have more time after being notified. But like all "good 
soldiers" we were equal to the task and were ready in about 
thirty minutes with bag and pack. 

Then came the time to say good-bye to our friends. 
Where we had figured on spending a few minutes with each 
one, we only had time to go in and come right away. 
Then there were some we did not get to see. We have the 
consolation of knowing that if we ever have a chance to 
get back up there we will receive a warm welcome and 
always find the latch string hanging on the outside. 



ABAINVILLE TO SORCY VIA LIGHT RAILWAY 

By Sergeant /•'. C. Lowman 

Lieutenant Charles D. Darragh, commanding officer 
of Company () of the 21st Engineers, had been appointed 
superintendent of the A. S. lines. The personnel of this 
company having been assigned to various duties along the 
line, it became necessary that they become acquainted with 
the route. This knowledge was acquired through the valu- 
able assistance of an escort who accompanied us over the 
road. 

Ordinarily the Government does not provide coaches 
with which we could execute our tours of inspection and 
otherwise. In the face of this inconvenience our superin- 
tendent commandeered a captured German coach which 
served the purpose exactly. 

The division under our control, approximately twenty- 
seven kilometers in length, includes in its course several 
abrupt curves and steep inclines. AS-1 is located at 
Abainville and terminates at AS-27, near the village of 
Sorcy. 

We depart from AS-1 at 8.!37 o'clock and glide around 
three or four curves, down a long sloping hill, under the 
standard gauge French railway and across a winding 
stream of water. Climbing another hill, we speed onto 
level, rolling country and from this point we can vividly 
discern our Abainville camp with its many shops and 
expansive railroad yards. En route we witness rolling hills, 
beautiful pine groves, velvety green meadows and long, 
narrow lanes, resembling elongated streams of white ribbon. 
Approaching AS-2, a little French village with its quaint 
red colored housetops, presents itself to view. This, as 
countless other villages, is nestled in the embraces of pro- 
tecting hills which adds an air of solemn seclusion. 

We now commence to coast down and around many 
curves and apply our brakes to stop at AS-!3. The super- 
intendent alights to conduct a general inspection of station 
and living quarters. This station, similar to several small 
way stations of our home country, stands conspicuously 
alone. 

A whistling signal and we are on our way, bound for 
AS-7. The land is fairly level between AS-3 and AS-7, 
which facilitates traveling. AS-7 is obsolete and impres- 




sivelv deserted. On we proceed to AS-9, where we halt to 
make inspection and discover that everything is in splendid 
condition. 

AS-11 is our next move, and here we experience tire- 
some delay caused by the incoming trains laden with salvage 
and empty shell cases. This proves to be a very active 



(118) 



center. We stealthily procure a few of the --hells for 
souvenir purposes, which we mail home for remembrances 
of dear France. Here at AS-11 we encounter the Meuse- 
Seine Canal, the longest and most important canal in 
France. The water flows with sparkling clearness and with 
its accompaning mule ridden tow path presents a pleasing 
spectacle. 

On the opposite side of us is a road bearing the almost 
cea-eless traffic of motor vehicles of every description and 
steady streams of military wagons and marching groups of 
weary soldiers. Our attention is drawn to several groups 
of green-garbed German prisoners, who are distributed 
along the road making repairs, extensions and improve- 
ments to the much abused highways. They are distinguished 
by the large letters "P. W." on the back of their coats 
and but one solitary American guard stands guard over 
fifty or more of these prisoners. The humane treatment 
accorded them by us and their contentment while in our 
custody does not necessitate severe and binding restriction-. 

The surrounding country becomes more picturesque. 
The historical French wood carriers cut the brush and hew 
small trees for kindling. Coal is almost unknown in some 
sections and the wood is bound together into bundles and 
carried by the peasant farmers to their homes. The law 
of conservation has been cheerfully adhered to by the 
French people and untold hardships and discomforts have 
been suffered without complaint. 

Occasionally, we notice a lock in the canal which is 
operated by the keeper, generally an aged Frenchman and 
his family. His home is situated within a convenient dis- 
tance from the lock. 

AS-15 is an ideal station. The boys have their domi- 
ciles on the canal bank and two large trees, one on either 
side, afford shelter from violent wind and rainstorms. 

At AS-22 we cross the drawbridge across the canal and 
forsake the automobile road. AS-23 becomes visible almost 
immediately after pulling out of AS-22. 

We hesitate at AS-27 to make an inspection, inquire as 
to living conditions and the quality and quantity of food 
available. Here everything is found satisfactory and we 
proceed to Sorcy. 

Shortly after leaving AS-27, an automobile roadwav 
crosses a bridge over the canal. The French standard 
gauge railroad crosses under the road and over the canal 




Hills around Mets 

and the A. S. line over all three. We are able to follow 
the course of the canal for a mile or more, running through 
an archway formed by the leaning trees, it is indeed a 
beautiful scene. 

Our German coach refused to take the switch in the 
Sorcy yards, which resulted in derailment. With speed, 



strength ami a few cuss words we managed to restore the 
car and in about ten minutes were on our journey. 

This trip added a keen edge to our appetites and after 
making necessary arrangements at Sorcy we partook of a 
very appetizing dinner. After doing justice to (he roast 
beef, tomatoes, browned potatoes and good hot coffee we 




Looking Dotal the River Toward Deutsches Tor {Mets) 

decided to give the city of Sorcy the critical once over. 
The sights impressed us favorably, and on our journey 
home we noticed another group of Jerry prisoners sorting 
salvage clothing real industriously. 

One sight of particular interest was the long, level train 
of American Red Cross ambulance coaches. The exterior 
was very characteristic of American ingenuity and could 
be distinguished from all others by the strength and neat- 
ness of appearance. The condition of the interior of the 
cars was far more commendable while order and cleanliness 
seemed to be their slogan. 

Passing the canal while returning to Abainville we 
noticed the out of date methods they employed in transpor- 
tation. Slow moving, work wearied horses and mules 
furnish the motive power, followed and urged on by a 
young girl or an aged Frenchman. 

Being travel weary, we felt satisfied to take to the coach 
and in a reclining posture accepted the remaining time for 
relaxation and rest. 

Wo arrived at Abainville at :5.:35 p. m. 



METZ 

In order to complete the list of locations of the 21st 
Engineers, the city of Metz, Lorraine, must be given 
mention. Headquarters detachment of the Fourth Bat- 
tatiou went to Metz on December 9, 1918, to be used as 
liaison between the Sous Commission de Reseau at that 
place and the 21st operating offices at Conflans. 

Upon entering the city it was found to be in the 
patriotic dress of the Allies, the streets lined with tempo- 
rary poles for this purpose. Nearly every window dis- 
played from one to several flags. Apparently the city was 
glad to return to French government. 

In the heart of the city places here and there showed 
indications of having been the scenes of rioting mobs. Upon 
inquiry it was found that the French soldiers had taken 
matters into their own hands the previous night and broken 
into several German owned stores, taking various articles 
and throwing the others into the street at the disposal of 
the public. After the mob was dispersed, French guards 
were stationed at these places and no one was allowed to 
linger near the entrances. 



(119) 



Several statues of the kaiser and other German nobility 
had either been pulled over or blown to pieces. In a short 
while French statues decorated the pedestals. The streets 
having German names were renamed in many cases after 
some allied general. 

The greater percentage of the people used the German 
language, although the majority can speak French, but 
were not permitted to use it during the war. Those of 
Teutonic origin would not be known as French, but to all 
who were not German sympathizers, called themselves 
Lorranians. They were very friendly with the Americans 
and always ready to praise them, while at the same time 




Destroyed Houses Near Round House (Met:) 

they denounced the French and English. This was taken 
by the more skeptical to be nothing but propaganda. One 
of our drivers who went into Metz on November 18th must 
have been among the first there, as he said that the people 
eyed him with curiosity, even approaching, taking hold of 
him and attempting conversation at the same time. 

Metz suffered but little in the way of destruction. 
Many bombs had been dropped in the railroad yards near 
the roundhouse and some of the nearby residences destroyed. 
The station house and some of the military buildings showed 
marks of gunfire, probably from the machine guns of 
allied planes. According to the stories heard from some 
of the citizens, the allied planes, especially the American, 
were very daring. Flying low above the city, they dropped 
bombs at will and used machine guns. Aerial raids were 
announced by the sounding of a siren and the people 
hastened to bombproof cellars where it was necessary to 
remain some times as long as four hours. 

The city is typical of the country and laid out along 
irregular lines. The buildings are constructed, almost 
without exception, of stone with tile roofs. Those of 
special interest are the railway station, post office and 
cathedral. The latter is of purely Gothic architecture 
throughout, and is one of the largest in France. The 
railway station and post office building are of heavy 
Romanesque style, both being of German construction. 
One of the most interesting structures is the so-called 
Deutsches Tor over a branch of the Moselle River north of 
the railway station. This is a fortified bridge, erected in 
tin- year 1445 A. D. 

Metz was known to be one of the most strongly fortified 
cities in the contested territory, and the truth of this 
statement could not be doubted after making a trip through 
the forts. More or less distant on every side of the city 
are hills of no mean height and the forts are located among 
them. For the most part the fortifications consist of 
underground passages and compartments walled up with 
heavy masonry. Where the masonry outcrops numerous 
loopholes for rifles and machine guns are in evidence. 



Where buildings are separate from the earth works, they 
are of heavy masonry with the customary loopholes. Where 
practical, the groups of fortifications are separated by deep, 
wide moats walled up as above mentioned. The place lacked 
the appearance of a real fort in that there was not a gun 
or piece of artillery to be seen, the Germans having 
evacuated everything mobile. At various points were 
located French sentinels who were the only signs of 
habitation. 

After a few weeks the new government began to get 
things organized. The streets and public places which 
had been neglected were cleaned. All German owned or 
operated stores were advertised by a sign in the window 
and soldiers were not permitted to enter them. Arrange- 
ments were made for the German citizens to dispose of 
property and prepare for departure to Germany. 

By February the effects of peace were quite noticeable. 
Commodities lowered in price, stores put in large stocks 
and the people in general showed signs of increasing pros- 
perity. Although many people have left or will leave Metz, 
there will remain a good city and should grow under the 
stabilitv of the French Government. 



THE CHARGE OF THE LIGHT (RAILWAY) 
BRIGADE 



Mud to the right of them, 
Mud to the left of them, 
Mud in front of them, 
Nature had blundered. 



Theirs not to argue why. 
Theirs to make shovels fly, 
Picks to be slung on high, 
Dug the seven hundred. 



"OUR BOSOM FRIEND" 

He took a thousand C. C. pills and wondered why he flew 

Into a stinking old latrine as he was forced to do. 

He sat upon an orifice for two nights and a day, 

While nature took her own sweet course, her wayward, wilful 

way. 
He realized then the benefit that's likely to accrue 
To any pill consumer, such as he, or I, or you, 
From carrying every second, neatly folded, neatly pressed, 
The old brown toilet paper in his pocket, o'er his breast. 

—ANON E. MOUS. 



AN ODE ON THE Y. M. C. A. 

By Lieut. A. C. Spurr 

When you're far far from home and it's colder than Nome, 

And you've worked all day in the rain, 
And you've worked in the bog till you're soggy and goey 

And you feel like you're going insane; 
You come out after mess and you are bound to confess 

You're bluer than blueberry pie. 
If you've got any sense, you'll beat it hence 

And put in your time at the "Y." 

You can sit there and write or there may be movies tonight, 

Or somebody playing a rag; 
You can chat with the mob and cuss out the job 

And idly roll a fag. 
There are some ladies coming, the conversation gets hummin', 

About the concert that's to be; 
Somebody starts a song and you're sure going strong 

As you make your sortie. 

The religion ain't forced till you think you've been horsed 

Into coming in from the cold. 
That triangled "SEC" don't fall on your neck and 

Welcome you back to the fold. 
He'll stick out his fin and welcome you in with a grin, 

And ask you what he can do. 
It ain't your rank or name or your part in the game. 

He's making his greeting to you. 

And the girls that come to play are sweet, pretty and gay 

And make you love 'em, each every one; 
They are charming, that's true, but what's that to you 

If they're home folks and full of fun. 
They're glad to meet the boys and to fill 'em with joys 

By giving them the best they have to give; 
So when this war is done and it's time to have our fun, 

We'll thank those dears, correctly, if we live. 



(120) 




s\¥h 











«£VWy 



AtMeti©S M =21sit Reiiinnieet 9 Eeiieeers 



Our programme of athletics was somewhat curtailed 
by existing inclement weather conditions. A prevailing 
shortage of athletic equipment, in conjunction with onrush- 
ing military events, interfered with our intended plans in 
this capacity. Consequently we were compelled to par- 
ticipate in those sports requiring the least amount of 
sporting goods, which invariably proved insufficient. Base- 
ball proved to be paramount, while basketball, volley ball, 
football and quoit pitching afforded an all season routine 
of exercising and amusement. Throughout the regiment 
were men possessing rare athletic ability. The organiza- 
tion of this department was officially opened in January, 
1919, and was perfected under the supervision of a regi- 
mental athletic officer. One officer from each company, 
in co-operation with a few selected non-commissioned 
officers, advanced the project to a high standard of 
efficiency. Hampered by unfavorable conditions, it was 
the policy to confine the sports to contests within the 
regiment, and to organize athletics best suited to conditions. 



FOOTBALL 

When stationed at Camp Grant company football teams 
were organized. Here the groups of pigskin warriors 
were pitted against their rivals and much interest was 
centered in favorite teams and supporters wagered real 
money to accentuate their confidence as to the result of 
combat. Our Company A aggregation, after many close 
and hard-fought contests, won the honors of the regiment, 
and since have displayed championship form in games of 
the pigskin variety. 



BASEBALL 

Pending our trip from Hoboken to Sorcy athletics 
were suspended, but resumed with vigorous delight immedi- 
ately upon our arrival at this village. In the early spring 
season, almost before the earth shed its winter's burden of 
frost, baseball was introduced with much gusto. The 
French populace, particularly the younger folk, took great 
interest in our national game and after becoming more 
intimately acquainted with the rudiments of the sport, 
often times waxed enthusiastic and applauded us for exe- 
cuting sensational plays. Spirited rivalry prevailed 
between the different company teams and added zest to 
every contest. As our interest in this sport predominated, 
the baseball season was extended, by common consent, into 
late summer. The pennant deciding games were booked 
for July 4th. The aspiring teams crossed bats on Sorcy 
field and every play was applauded by the many supporters. 
The players spared no energy in their determination to win 
which resulted in plays, speedy and phenomenal. Con- 
siderable money changed hands when the result awarded 
the championship to Company B. 



BASKETBALL 

In order to make the basketball schedule short and 
snappy, and at the same time using no unfair methods, the 
eleven teams of the regiment were included in three leagues. 
A hall was constructd at Spincourt and a cage was provided 
for at the Y. M. C. A. Building in Jarny. The various 
teams were permitted to practise previous to engagement. 
The hearty co-operation of the Y. M. C. A. athletic director 
of this district was a factor in procuring the equipment 
and in making this sport a success. A keen competition for 



(121) 



honors excited much interest. Company A as a result of 
its remarkable team work, almost incredible speed in passing 
the ball and their consistent accuracy in tossing baskets, 
proved to be the best aggregation of our regiment. 



BOXING 

The pugs of our regiment were so busily occupied 
operating trains, working in the shops or attending to 
their love affairs that they found but little time for train- 
ing. Therefore, our regiment kept their candle of boxing 
celebrities under the bushel basket. Not inferring that we 
did not possess the fighting material. We had men who 
modestly admitted that they could beat up a battalion of 
Huns with one hand tied behind their backs and blindfolded. 
However, we staged a few exhibition fights for a tryout. 
Participants wielded the mits with no lack of speed or 
punch and on numerous occasions the haymaker was much 
in evidence. Although we had no world beaters, we upheld 
the good reputation of the 21st against boxers of several 
other organizations. 



TRACK MEETS 

Track and field sports were planned because, although 
out of season, they required little equipment and could be 
conducted on the country roads, which were about the 



only passable parts of muddy France. A quarter-mile 
track and jumping pits were constructed on the large 
parade grounds of the Caserne de Geslin and all prepara- 
tions were made for the initial meet. The day selected 
was bleak and cloudy and with the ground covered with 
a three-inch fall of snow and sleet, furnished a novel setting 
tor a field day. However, the boys were undaunted and 
six companies were fittingly represented for the comprising 
events. 

In conclusion, it is well that we bring to light the head- 
quarters free-for-all fight. Here is where several of the 
muscle-bound, swivel-chair heroes exhibited their superb 
quality of courage and fearlessness. On this momentous 
occasion Sergeant-Major Bard was awarded his unofficial 
wound chevron as the result of a much abused nose. Serg- 
eant-Major Donnicker, after surviving until the last, tossed 
the sponge in in surrender. Many of the contestants 
limped, moaned and complained from inflicted abuse, while 
several submitted themselvs for iodine applications. 

It may be truthfully said that we had in our personnel 
of brawn and muscle many Mexican athletes, as far as 
throwing the bull is concerned, but we also took advantage 
of our spare moments by indulging in those sports which 
develop muscular strength and endurance, one factor on 
which the success or failure of a great army depends. 



Eeteirtaleoieet 



Entertainment? Well, yes, we absorbed oodles of that 
commodity which was verified by our facial contortion in 
smiles, grins, cheers and laughter. To prevent chagrin and 
embarrassment to the joker, we ofttimes mustered a wrinkled 
ridden face of artificial smiles to convey our so-called 
appreciation. The bunk hermits almost nightly would 
clamp their floating ribs in hysterical laughter, while the 
dizzy comedians would impose upon us their mildewed 
conundrums and jokes of ancient birth. Keen wit was at a 
premium and the majority of witticisms might have 
originated at the time Noah added the he and she cat to 
his personnel for the excursion on his handmade barge. 
Light spirited repartee was rationed to us in over-liberal 
quantities, and often bore the copyright of Methusalem's 
grandparents. Struggling in the futile attempt of decipher- 
ing the complicated methods of French railroading and 
committing manslaughter upon the French lingo was not as 
painful as amusing. The bugler's anthem, "Recall," with 
its magnetizing strains, had a never failing tendency to 
corral the blue-denimed pick and shovel warriors back to the 
rendezvous where bull proved to be the most prominent 
character of the arena. Although the gloom dispelling 
jokes of the most modern type were unmercifully abused, 
they added a cheerful atmosphere to the military routine 
of battling with mud and slim proportioned railroads. 

Our Independence Day celebration of July 4, 1918, 
was the most successful presentation of amusement in the 
history of our regiment. This great national holiday was 
befittinglv celebrated throughout all France, and the 
natives in their gracious spirit of brotherhood, generously 
assisted us in making the day a grand success. Our officers 
exercised their every effort in this cause and the men 
throughout the entire regiment devoted all in their power to 



make this day replete with joy and gladness. A more 
perfect rendezvous could not have been desired than that 
selected by the officiating members. A grass-covered field 
of velvety verdure, as level and spacious as though pre- 
sented by nature for this particular occasion. Nestled in 
the embraces of the surrounding hills, the meadows 
extended to the quaint old village of Sorcy. Looming 
within distinct vision were the villages of Troussey and 
Yertuzey, the silent moving water of the winding canal anil 
the sloping hills dotted here and there with army camps 
and farm houses. The early morn of this eventful day 
broke perfectly clear and cloudless and the picturesque 
countryside shone with dazzling brilliance from the wealth 
of glorious sunshine. 

Regardless of whistles, bells or bugles, we arose at an 
uncommonly early hour and our hearts beat faster with 
joyful anticipation. Nearing the time for our introducing 
events, a group of fleecy clouds flavored the atmosphere 
with a balmy and refreshing air. 

Many of our boys, who were distributed over a territory 
of considerable radius, were transported to Sorcy over the 
narrow gauge railroad and through the thoughtfulness of 
our colonel ample accommodations were arranged for all 
those wishing to attend. We were pleasantly surprised to 
see that the festivities were not confined to Americans only. 
Hundreds of the village inhabitants, attired in their very 
best and with cheerful hearts, rejoiced in this opportunity 
of witnessing a spectacle heretofore unknown in France. 
r l 'roups of happy children in jubilant spirit danced about, 
waving American flags. From adjoining villages the more 
elderly folk eagerly wended their way toward the scene of 
merriment and displayed a hearty interest in the proceed- 
ings. To the younger men and women in attendance, the 



(122) 




programme was less confusing and they vigorously gained 
their desired position to watch in minute detail the 
unfamiliar sports and contests. The regimental band 
rendered commendable selections and added a patriotic air 
to the programme. The entire audience and participants 
were abounding in gayety and after the musicians filled the 
air with their resonant melody, merry cheers and laughter 
signified the commencement of this memorable Franco- 
American festival. 

The most amusing component of our program, especially 
to the strangers in attendance, was the tug of war. in 
the finals Company A matched their physical strength 
against the brawn of Company B. A white handkerchief 
was tied on the center of the long, thick rope and the 
teams took their respective positions. The game proved 
to be a novelty to our French comrades and they could not 
realize why the energetic and enterprising American would 
adopt this crude method of tearing a rope. The contest 
resulted in a victory for Company A, and each contending 
member of the winning team was awarded a pocket medal 
reproduced from a two-franc silver piece. 

A relay race in which every company was represented 
by their very best cinder path artists was an event of 
much importance. The assigned distance of 800 yards 
was covered with admirable speed, although the contestants 
suffered the handicap of wearing hobnail shoes. 

To many of us it seemed quite rediculous to see our 
stalwart Yanks indulge in the popular pastime, tin 
potato race. Although almost invariably devoted to the 



weaker sex, the boys with Yankee determination trans- 
ferred those potatoes to the sack with incredible speed 
and skill. 

Next came' the contest which was most delightful to 
our French comrades, the cock fight. The object of this 
sport is easily comprehended and onlookers went frantic 
with joy. It convinced them of the courage and daring 
of the American soldier and the outcome was so extremely 
amusing that it brought tears of joy to their eyes. 

Then we had a mirth provoking clown. This individual, 
in his hair-raising balancing act, held his audience spell- 
bound. His funny capers and daring manoeuvers, his 
side-splitting humor and ridiculous attire held the French 




Regimental Orchestra 



(123) 



^IS" 



//J ' 










(124) 



enthusiasts in a tumult of laughter from start to finish. 
They repeatedly begged for an encore, but our programme, 
which demanded every minute of the day, compelled us to 
execute the comprising events orderly and hastily. 

Baseball, our national pastime, excited the most interest 
in the Yanks, and the games proved to be closely con- 
tested. Here various company teams crossed bats for 
superiority and were heartily encouraged by their many 
supporters. 

Although the rudiments of the game were a novelty 
to the French attendants, they clambered to the side lines 
and frequently crossed the restricted line to obtain a close 
view of the fleet footed Sammies. The strangers to the 
game gaped in rapt bewilderment at the speed, strength 
and endurance required in this sport and the catcher's 
regalia seemed to arouse their curiosity. They watched 
with mingled joy and confusion the shining sphere spinning- 
through the air and often wondered if what the umpire 
said was true. They readily understood why the batter 
ran after hitting the ball, but why did he run when the ball 
hit him? Although three thousand miles from its home, 
this game was exhibited in pure American style, considering 
the absence of peanuts and pop bottles. 

A large tarpaulin covered with several 0. D. blankets 
was spread over the hard, rough boards of the boxing ring 
and we proceeded with the wrestling matches, though we 
had extremely few men trained in this ai't. The onlookers 
win satisfactorily entertained by the various manoeuver- 
ings of the wrestlers. The rug coverings were removed and 
boxing succeeded the wrestling matches. A majority of 
the regimental pugs were engaged in these matches, and 
several were so unevenly matched that amusement took the 
place of excitement. 

The appetites of the spectators, as well as those actively 
engaged, were keenly sharpened. Our various company 
cooks and faithful kitchen police had prepared for this 
and sure served us in remarkably good style. Sandwiches 
of tasty meats and flakey white bread were nutritious and 
to the Frenchman's cultivated taste for coarse brown war 
bread tin- was indeed a treat of gratuitous luxury. The 
doughnuts, a perfect product of gastronomy, were relished 
in silent appreciation and personal care was exercised to 
please our peasant guests. A generous issue of refreshing 
lemonade added pleasing qualities to our repast and every 
one indulged to their desire. 

Throughout the entire afternoon the crowd maintained 
a cheerful spirit and the musical program kept every one 




Troop Train on the Sorcy-Cornieville Line 

alive and inspired with joy. The evening approached and 
the sun was nearing the western horizon. The silhouettes 
of our grateful friends slowly disappearing in the distance 
and the beauty of the setting sun casting its parting rays 
over the well cultivated fields of Sorcy was the glorious end 
of a perfect day. Our kind consideration for the French 




people not only cemented our bond of friendship but con- 
vinced them without the shadow of a doubt of the kind 
and benevolent American spirit. 

While athletics and personally inflicted humor con- 
stituted the greater portion of our entertainment, we feel 
deeply indebted to the Y. M. C. A. for their efforts in our 
behalf. The various troupes of merrymakers representing 
the many overseas divisions did remarkably well in scatter- 
ing productions of the twentieth century era of jokedom, 
which were highly appreciated and in merry glee were 
often applied to the khaki clads, especially our gold barred 
species. Their stage settings and curtain scenery were 
much admired by a few of our canvas sharks burdened 
with a knowledge of art, but to the most of us it presented 
nothing but a sinful waste of perfectly good paint. 

With a hurried collection of the regimental theatrical 
talent we staged an impromptu minstrel show and the 
black faced comedians sure filled the bill. Their production 
convinced us that levity and wisdom can link arms without 
a disastrous effect. All seats, owing to the manager's 
foresight, were substantially fastened to the floor and the 
actors made their exit in absolute safety. The boys, 
sympathetically inspired, pronounced the performance a 
howling success and with maddening applause, profusely 
rendered, encouraged the second appearance of these joy 
provokers. This semi-circular assemblage of fire-tongued 
wits comprised the most capable product of the regimental 
foolish factory. Their outburst of minstrel glory and 
scintillating humor astonished their most skeptical com- 
rades and added new lustre to the fame of the fighting 21st. 
From the presentation to the grand finale and from inter- 
locutor both ways, it was equally as elaborate as it was 
complete. The participants, recognizing the need of their 
brothers in arms, devoted every energy to prevent our 
brains from warping, and for a brief moment, forgetful 
of miltary dignity, favored us with burlesque comedy 
generously spiced with side-splitting ditties. Our orchestra, 
known more readily as the canned noise department, 
rendered soft and pleasing selections and the audience 
responded with vociferous applause. The regimental band 
peddled their product in a more boisterous manner and 
even discords, to our undetecting ears, was enrapturing 
melody. 

On numerous occasions several of our prodigies volun- 
teered to unbosom themselves of jokes and stories and 
through their efforts we were often reminded of stories 
aged, and infirm and weatherbeaten jokes sporting chin 



(125) 



whiskers. Forsaking our regular chow Line and visiting a 
restaurant to partake of dinner, replete and equally as 
palatable as it was edible, caused us much pleasure and 
satisfaction, if not entertainment. 

Our first Christmas Day in France developed into the 
most memorable yuletide festivities during our military 




Pupils and Professor, Public School at Jarney 

life on foreign soil. The signing of the armistice and the 
cessation of hostilities tended to ease our heartbeats. In 
Conflans, peaceful and solemn, we conducted our Christmas 
festival, which heaped upon our memory cherished recol- 
lections of our former ones at home. Elaborate arrange- 
ments were made and through the conscientious efforts of 
Chaplain Little and Master Engineer William I. Garren, 
in conjunction with the volunteered service of our boys and 
the Y. M. C. A., this event bore a fruitful harvest. Our 
principal motive was to entertain the war striken children 
of this community and to present Christmas gifts to those 
who had been deprived of the brighter things of life. 
Oranges, cakes, candy and cookies were procured after 



much difficulty and our regimental cooks prepared dainties 
and hot chocolate to feed their hungry stomachs. Our 
orchestra favored the audience with a pleasing concert 
which was accompanied by Christmas carols rendered by 
the children. Small packages were distributed to the older 
folk, as well as to the children, and their appreciation and 
thankfulness was expressed in their silent admiration. 

To us it was the blessedness of giving, and to the 
needy children 'twas the joy of receiving. 

The full value of our benevolence may be realized only 
in retrospect, but their smiles of gratitude will long linger 
in our memory as a duty well done. 

It would be unfair to overlook the cinema, or moving 
picture shows. Up-to-date films flashed on the screen 
before our very eyes conveyed to us the latest events 
transpiring in the United States. This was indeed very 
educating and instinctive, and we were kept in constant 
touch with our military progress at home. 

Entertainment proved to be the chief factor in main- 
taining and strengthening the morale of the troops and 
during hostilities furnished welcome diversion, relieved the 
monotony of army life, thereby adding considerably 
toward our wealth of efficiency. 

The ludicrous nature of abounding rumors afforded 
much amusement and the army as a producer of perpetual 
gossip has long since triumphed over the feminine claimed 
superiority. Predictions as to the date of our homeward 
sailing are dealt, ad lib, to listening cars, and though they 
seldom eventuate, they afford amusement, confused with 
uncertainty. 

Bidding au revoir to France and sailing back to the 
sweet land of liberty, the good old U. S. A., will surmount 
all these joyful moments and will be, without question, the 
climax of this great career. 



By Lester P» Smith, Company B 9 21§t Engineers 



This epistle dates from October 3, 1918, at which time 
I was captured, to December 10, 1919, when I was turned 
over to the American authorities at Morchingen. 

I was captured with Henry Oliphant, between Beney 
and Dommartin, on October 3rd at 9 a. m. Private Oli- 
phant and I. members of the noted shock troops of the 21st 
Engineers, were sent out to look over a branch of the 
narrow gauge railway lines in that vicinity for the purpose 
of determining its condition for service and amount of 
repairs necessary. This repair work to be done as soon 
as the infantry made the next advance. 

We left our company that morning unarmed and pro- 
ceeded along the highway to Beney and thence to the right 
till we came to where the narrow gauge crossed the road. 
We then followed the railway to the right across an open 
field and then into the woods. We saw but few soldiers 
after we left the highway, and most of them were at the 
point where we entered these woods. As we neared the 
other edge of these woods things looked different to me, 
but did not impress me as being our front line. At the 
point where we left these woods the narrow gauge line ran 
parallel to a standard gauge line and was in such good 
condition that we thought the Huns had evacuated the 




Boclic Transport Destroyed by American Shell Fire 

sector. We proceeded across this open space, which was 
about four hundred yards, toward another stretch of woods. 
We stopped several times while crossing this field, which 
was nearly as level as a billiard table, and looked over a 
few dead soldiers, including one American officer. This 
aroused my suspicion of where we might be, but Oliphant 



(126) 



assured me that our front line was some distance ahead 
of us. About three minutes later, when we came to the 
edge of these woods, we were suddenly halted by four 
Germans armed with rifles and pistols. They made us 
understand what we were to do or what they would do 
with us. They did, however, give us plenty of time to 
make up our minds, which resulted in our being taken 
prisoner. We wei-e in a helpless position with no arms 
and a level field back of us which made escape impossible. 
They took us about twenty-five or thirty yards to a shanty 
and dugout where there were more German soldiers, some 
thirty in number. 

At this point Oliphant and I decided that it was our 
last chance for life, and that by making an escape. Oli- 
phant moved away from me about twenty-five feet and 
gave me the word that he was leaving on short notice. We 
started in opposite directions. I had hardly got three steps 
before I was grabbed and my arms locked behind me. 
Oliphant got fifteen or twenty yards before they downed 
him with rifle fire. I did not see him after this, as they 
would not let me go back to where he was. 

I was honored with three guards, one ahold of me and 
one in front of me and one behind me. They took me out 
of these woods and back to a dugout, where at that time 
I thought I was to be crucified and as I went down the 
steps I thought I was taking one last look above ground. 
However, I came out of there alive and none the worse for 
the wear except that I was getting very nervous. I could 
picture the future only as one round of misery. They 
took me from here to another dugout as if in search for 
someone to work on me physically. One officer relieved 
me of my raincoat and gloves and acted as if he would 
like to have had a piece of my hide for a souvenir. 

From here I was escorted by only two guards and they 
proceeded to take me back of the lines, which gave me some 
relief, for the shell fire was not very agreeable where I was. 
They took me to a town by the name of Chambley and 
paraded me around the streets. From here they Inked 
through fields to some town that I was unable to learn 
the name of and turned me over to an intelligence officer a 
von of some sort. 

This officer took me to a town in the vicinity of Metz, 
named Homecourt, by auto, where they tried to put me 
through the third degree. All the true information that 
they received from me was my name and organization, 



small and cold. The beds consisted of the floor a- a bed- 
stead and shavings for a mattress. We had no blankel 3 to 
put over us, so I guess that it was a good thing that they 
crowded us in the rooms, for we could keep warm better. 
There was, however, a stove in the room, and when we did 
have a fire we had to steal the fuel. 




Vieiv in German Trenches 

which they took off my dog tag. From here a guard took 
me to Joeuf, a distance of about two kilometers, where he 
put me in a "jug" with six other Americans, after having 
been given a feed of soup and a small piece of black bread. 
This "jug" was a dwelling house with a high wire fence 
around it. The house was very clean, but the rooms were 



rv*» v*" ".. .*.* .-. , 


s^^MM 


i 


\ ' #- ■' V -~ 




I 


M* 1 


^ ^ 




\ ■ 


] 






V^ 


j0 




H. 












-, 





View in German Trenches 

I was not taken out to work for nearly two weeks, for 
I made them believe that I was sick. This, however, got 
to be an old story with them, and so one morning the guard 
took me down to the doctor. He pronounced me in healthy 
condition and told the guard to put me to work. Coir e- 
quently at noon I joined the other boys in their work. 
The work that they had us doing most of the time was not 
hard work but was dirty. The hours of work were from 
7 a. m. till 4.30 p. m., with an hour for dinner. The 
guards never beat any of us up, though I and several of 
the others had some close calls for refusing to do something 
that they wanted us to do. 

Our food in this place was very poor and insufficient 
for the upkeep of our body. We had coffee for breakfast, 
soup for dinner, and coffee and bread for supper. We. 
however, did eat more than that, as the French people 1 ■>)- 
tributed to our needs very often and very liberally. We 
had to receive these contributions on the sly, as the Ger- 
mans had given us strict orders not to receive anything 
from the French. The French civilians in the town were 
ordered not to give us anything. Several of the civilians 
were caught and were fined, but they did not do anything 
with us. We had a very hard time trying to get some 
soap and a towel. I had been in camp nearly two weeks 
before I even had a wash. Finally I succeeded in buying 
some soap from a German. A small piece for five marks, the 
equivalent of one American dollar. Thank God for the 
money I had when I was taken, as that and everything else 
was left on me. A prisoner and his money are soon parted, 
which was true in my case, and from then on I stole enough 
stuff and sold it to the Germans to buy a few articles. 

On the fifth of November I, with several other prisoners, 
French, English, Italian and American, were moved back- 
to the French prison camp located at Darmstadt. We 
traveled third class by way of Metz, Saarbrucken and 
Mainz. We were given a half a loaf of bread each for 
rations for the trip, which took two days. I felt as though 
I was starved before I got there. 

On our arrival at camp we were greeted by the Red 
Cross. They gave us a big feed and promised us move in 



(127) 



the morning, which sure came true, for in the morning we 
received a box of food sufficient to feed us for ten days. 
The box also contained smoking tobacco and soap. This 
food ration continued throughout my stay, which gave me 
sufficient food. 

There were thirty-two Americans there in the camp 
when I arrived. We were put in a barrack with about one 
hundred Englishmen and a few Scotchmen. The barrack 
was not very clean, but it was warm and I had a bunk to 
sleep in and blankets to put over me. 

The Englishmen were not very healthy and a go'jd 
many of them had died from diseases caused by poor food 
and unhealthy conditions. The Germans would not do as 
much for the English as they would for the Americans, and 
then they did not fight for their rights as much as we did. 

We got along with the English very well and most of 
the Americans divided their food with them. Another 
fellow and I took one Welshman in. We furnished the 
food and he did the cooking for us and the stealing of the 
wood for the fire to do the cooking over. He was a kid 
about eighteen years old and had been a prisoner since last 
March, and had not been taken to a prison camp until 
September, but held back of the lines. 

We knew that the Armistice was to be signed on No- 
vember 11th and we sure were a happy bunch. We had 
no way of celebrating except by sitting up all night and 
talking about what we were going to do when we got home. 
The next morning the Germans informed us that there 
was a revolution in Darmstadt and that we must be quiet 
that day. But the next day we could not stand the solitude 
any longer so a few of us tore some boards off the fence 
and sneaked to town. 

The civilians treated us very good but the soldiers gave 



us the dog eye. They locked a few of the boys up but I 
managed to get back to camp unmolested. From then on 
we were permitted to .go to town as long as we behaved 
ourselves but could not get out of town or get on to the 
railroad. The authorities notified us that we would have 
to take our turn in being shipped back, as there was nearly 
thirty thousand prisoners in the camp. 

Our turn came on November 30th. They shipped us 
back with the English and a few of the French. We 
travelled third class by way of Worms and Saarbrucken 
to Forback where we camped for two days in a German 
hospital building. We were supposed to go to Metz and 
there to be turned over to the American authorities but 
somehow the French got us off our course. December 2nd 
we proceeded to a town named Morchingen and were un- 
loaded again and put in a German hospital building. We 
laid here five days shut inside a stone wall. It seemed as 
though were were never going to get into France but finally 
two Red Cross men with trucks came over from Nancy and 
took us to Toul. 

We were placed in the hospital at Toul where I re- 
ceived a change of clothing. I sure needed that change 
for I was as lousy as a "pet coon." 

On Decembr 17th Captain Radford came to Toul and 
brought me back to the 21st Engineers. 

In all my stay in German hands I never saw the Ger- 
mans beat up an American but I did see them beat up 
French, English and Russians, and it would nearly make 
a person's blood run cold to stand by and see them do it. 
We often told our guards that it would not be best for 
them to ever try beating us up if they wanted to go home 
when the war was over. 




Regiment at Labry. 



(128) 



Captore 



By Meirary 

Preparatory to the St. Mihie] advance, mx of us, form- 
ing one of the three similar groups, left the headquarters 
camp at Sorcy early in the evening of September 11th, 
equipped with two gasoline "speeders." Thus began our 
active participation in the now famous St. Mihiel advance. 
Our entry, however, was not exactly auspicious. One of 
the vehicles developed trouble before we had gone very far. 
With optimistic faith in the impending disappearance of 
the trouble, we plugged ahead, pushing almost as much as 
we rode, and what a trip it was ! The rain was coming 
down in torrents, the mud anisic deep all along the track. 
and where the track had been laid alongside of the highway 
the traffic of men, teams and trucks was so thick that 
progress was all but impossible. 

We finally reached our objective — Ansauville. There 
we received our orders, and proceeded immediately to 
Flirey. It was our task to run a location line to connect 
the existing, American operated, 60 cm. railway with the 
existing, German abandoned, track of the same gauge. 
After the connection had been made, and part of the work 
incidental to transforming a temporary line into one more 
suitable for permanent operation had been accomplished, 
our real work started. This was to trace the various ex- 
German lines, report on their condition, as well as any 
supplies of materials, etc., we discovered, and to collect 
tin data necessary to make the previously drawn observa- 
tion maps as accurate as passible. It was in the course of 
carrying on this work that my experiences had their in- 
ception. 

On the morning of October 3rd Justin P. Smith and 
I left the camp near Essey, where the crew was attached 
to B Company for rations. We were to report on the ex- 
isting condition of two lines which crossed the Benev-St. 
Benoit road northwest of the former town, and were shown 
on the map as joining about a kilometer north of the road, 
the single line proceeding from there toward the front. 
We rode to Pannes in a truck, and from that point we 
walked. A few days previous to this, I had been on a 
similar expedition with Eng. Wadsworth. On our return 




- / iiaiii/ of Gandy Danders doing their Bit in building tin- petite 
Chemin De Fer that now extends along the entire front in Frame 

we had followed out a spur which led from the line going 
forward from Beney to the line that Smith and I were to 
trace. Thus I had a pretty fair idea of where we were to 
go, and approximately how far from the front we would be. 
The former consideration, combined with the fact that the 



L Olipfoaimt 

other party starting out was not as familiar with the ter- 
ritory assigned to them, led to their carrying the only 
available map. The second consideration led to our 
going without arms — we were not going to be in danger 
(we believed not at least). 




German Trestle across Swamp behind Mont Sei 

We started to trace the line where it crossed the road, 
as above mentioned, and came to the junction point without 
noticing any material damage. At this point we saw a 
group of doughboys, and from them inquired the distance 
to the "front." They told me it was about four kilo- 
meters. As we proceeded, we passed a small group of 
Yanks going back toward this junction. They were the 
last of our own men we saw. A short distance beyond this 
we emerged from the woods through which the line had 
run, and started across a clearing toward another wood 
which the line entered about !300 yards beyond. Here we 
found a number of places where the line had been damaged 
by artillery fire. As we walked across the clearing we noted 
that on the further side the ground apparently sloped away. 
As a generous right of way had been cleared through the 
woods, it was my idea that from this break we would be 
able to see far enough ahead to allow for our turning back. 
As we were about to turn back we undoubtedly received 
the biggest surprise of our lives. We had no reason to 
suppose that we were within a kilometer of our most ad- 
vanced position; so when a voice from the side called 
"Halt !" we supposed it was one of our own guards. We 
turned and beheld a group of Germans. They had stepped 
out from among the trees and were but a few feet awav, 
with rifles and automatics well trained on us. To even 
attempt resistance was useless. They had us outnumbered. 
And now we saw another weapon: a machine gun just be- 
yond the edge of the brush. Realizing the futility of at- 
tempting to escape right then, we decided to start back 
as they ordered us to. I can say "we decided" truthfully, 
for our conversation with each other brought no other art 
from them than motions for silence. And right here I 
might explain that it was due, undoubtedly, to our being 
unarmed that we owed being alive then. They had surely 
watched us advance across the clearing, and had we car- 
ried weapons they would not have allowed us to get clear 
across. It is with some pride that I can say that in spite 
of their command to do so we did not pull the movie stunt. 
We neither raised our hands over our heads, nor called 
"Kamerad." 



(129) 



After a brief halt while they waited for a non-com, 
we were marched back under a strong guard to a couple 
of buildings. Here another delay occurred. We were in 
the midst of a large group — probably twenty-five or thirty 
men. Our chances for escape were diminishing each minute. 
So, after a brief conference with Smith, I decided to make 
the attempt. I was determined not to go to a prison 
camp, and there seemed but. two alternatives: either get 
away or die in the attempt. By assuming apparent in- 
difference, I was successful in edging around until I was 
between the major portion of the group and the house 
from which they had come. I don't think they had any 
idea that I would even dream of escaping. This was the 
only advantage I had. By making a sudden break I sue- 



and looked me over. A group of medical men removed my 
blouse and applied first aid to both wounds. Another group 
started systematically through my pockets at the same 
time. The only thing they overlooked was my money, 
which was in a shirt pocket. After this, they loaded me in 
an improvised litter (a piece of canvas tied over a pole 
which two men carried on their shoulders) and carried me 
back to a dugout dressing station where my wounds. were 
redressed by an officer, and an anti-tetanus injection gi\en 
me. 

While dressing me immediately after I was wounded, 
several of the men attempted to question me, and appar- 
ently made some very personal comments on my having 
attempted to escape. As none of them spoke more than a 




German Military Funeral (Metz) 



ceeded in getting the house between them and myself. I 
had accomplished the first step, and not a shot had been 
fired. 

As this was the last I saw of Smith, my account from 
here will deal entirely with my own experiences. 

Between the house and the clear space previously men- 
tioned there was a narrow strip of woods. In our little 
trip we had paralleled the edge of the woods. Once through 
this strip I felt that I would be well started. But I didn't 
get through it. Just as I entered it from one side, two 
Germans entered it from the clearing. The brush was so 
thick we had each chosen the only trail near. Seeing me 
they raised their rifles. Hoping to possibly dodge their 
fire I immediately ducked to the right. And how for- 
tunate it was that I did so. They were but thirty-five or 
forty feet away as they fired, yet neither bullet struck a 
vital part. One entered my left arm, just on a level with the 
heart, and the other barely touched me, indicting a mere 
flesh wound in the side, just above the waist. The latter, 
however, while doing no serious damage, was sufficient to 
knock all the wind out of me so that I fell. My active 
participation in the war was ended. 

Within a very few minutes a number of them came up 



couple of words of English, I did not understand them. 
and said nothing. Here in the dug-out, though, one of the 
men spoke English fairly well. He explained that they 
all thought I was either an Englishman or a Canadian. 
After I had convinced them that I was an American, their 
interest in me increased. Numerous questions were asked, 
the one that came from most being, "Why did America 
come into the war?" 

After a few hours in the dressing station I was put in 
an ambulance, horse drawn, and taken to a field hospital. 
Here my arm was set (the bullet had broken the bone) and 
an operation performed on my side. The doctors were any- 
thing but gentle, but their work was thorough. 

That, night I had my first German meal — a slice of 
black, soggy bread spread with bully beef and several cups 
of what they call coffet — I found afterwards it was roasted 
barley. Breakfast was a duplication of supper, and later 
in the morning I was put in a motor ambulance and taken 
to an evacuation hospital in or near Briey. 

Here the beds were provided with sheets, very coarse, 
to be sure, but far preferable to the filthy blankets at 
the field hospital. The food was better too. Instead of 
the soggy bread we had a more flakey and tasty grade also. 



(130) 



Broth and tea were given us. Here, too, I found an Ameri- 
can who had already been there four days. Although at 
opposite ends of the ward, we were allowed to call back 
and forth to each other. It was while here that I was 
interviewed by an intelligence officer. Contrary to my ex- 
pectations, there were no "third degree" methods applied. 
He was very persistent in his inquiries, but by giving him 
a brief and entirely false story of my activities since land- 
ing in France, which I had two days to jn'epare for, and by 
assuming complete ignorance on all other points, I seemed 
to satisfy him. In answer to my inquiry, he told me he 
had talked to Smith and that the latter was well. I could 
learn nothing further from him. 

On the third day we were put on a hospital train, and 
taken to Kreuznach. On the train we met five more 
Americans, and all seven of us were sent to the same hos- 
pital, two of the others being assigned to the same ward 
as myself. 

And now may I digress for a moment? In this account 
I am relating only what treatment I received personally. 
Far from believing it typical of the treatment accorded 
wounded prisoners, I have the opinion that the group at 
Kreuznach were among the most fortunate of all the pris- 
oners. This opinion is based on subsequent conversations 
with men who had been confined in a number of different 
hospitals and camps. 

On arrival at Kreuznach things began to appear quite 
different to us. Prior to this we had been moving from 
one place to another, and had the prospect of this to buoy 
us up. Now we had reached the place where we would stay 
until well enough to be transferred to a camp and put to 
work. Not a cheerful outlook, I will admit. 

Here, as before, we received expert surgical care. X-ray 
pictures were made in numerous cases, and dressings were 
changed regularly. To be sure, they seemed very short on 
all supplies and medicines, and were entirely without cotton. 
For this they used a very light, fluffy paper. And except 
in extreme cases, all bandages were also of paper. The 
latter resembled greatly the ordinary white crepe paper we 
can buy in any stationery store. I had a woolen bandage 
which I used for the wound in my side, and guarded it as 
one of my most precious possessions. Four Americans died 
while I was there, but in no case was it due to lack of can 
— their wounds were too severe to allow of recovery. And 
in each case, everything possible was done to relieve their 
suffering. 



interest us, and secure for us what reading matter there' 
was available. And the other was an English prisoner. 
David Bright. After his wounds had completely healed 
he was retained at the hospital as orderly for Mrs. Mors. 
The American, English and Canadian patients were in 




Loading Point at Vertusey Canal Dock 

There were two persons in the hospital to whom all the 
English speaking patients owe a great deal. One was the 
nurse in charge of us, Mrs. Mathilda Mors. She spoke 
English very well and was untiring in her efforts to relieve 
all suffering possible, bring us any news she thought 




Id 



German Tractors 

three wards, on three different floors. Through these two 
we were able to communicate with each other. 

The food here was neither palatable nor variable. It 
consisted of boiled barley, boiled cabbage, boiled potatoes, 
barley coffee, and black bread. To be sure, we were given 
all we could eat of the cabbage, potatoes and barley. But 
we soon found that our physical capacity was satisfied long 
before our hunger was. 

Immediately on our arrival at Kreuznach we had filled 
out cards giving our names, organizations, prison address, 
and name and address of person to be notified, and mailed 
them to the International Red Cross at Geneva, Switzer- 
land. As a result of these, packages of food and clothing 
were Milt to us regularly. Of these, but two came through. 
They contained hard tack, real coffee, sugar, tobacco, and 
cans of salmon, bully beef, corned willy, .pun. tomatoes and 
corn. Although many of those articles would not have 
appealed very strongly to us prior to capture, they were 
a wonderful treat under the circumstances. The other 
packages intended for us all went astray. We were allowed 
to write a letter once in two weeks and a postal card each 
week. I have since learned that all I wrote, with a single 
exception, were sent through. But they were not received 
until between two and three months after I wrote them. 

Through the newspapers, which the nurse brought us, 
and which some of the boys were able to read, we knew 
of the negotiations leading up to the signing of the armis- 
tice, and of the developments resulting in the abdication 
of the Kaiser. Naturally, our interest in the former news 
was far greater than in the latter, but the opposite was 
true of the majority of the Germans around us. When 
we final! v learned that the armistice had actually been 
signed our joy was boundless. We had learned the condi- 
tions, and had in mind particularly the one calling for 
"immediate release of prisoners." There were two of us 
to whom this was particularly welcome. Although our 
wounds were still being dressed, we had sufficiently re- 
covered to be transferred to a camp, and would have been 
sent within a few days had the armistice not intervened. 
Two of the fellows were not so fortunate ; they were trans- 
ferred a few days before. 



(131) 



ficer, and two of us were fortunate enousrh to meet him 



Technically, the 11th of November ended our experi- the town. With them there was an American medical of 
ences as prisoners. Those of us who were up and around 
asked to be allowed to leave the hospital. We were refused. 
Hut again Mrs. Mors came to our aid, and her intercession 
resulted in permission being given. We did not leave 




English, French and American Prisoners in Germany 

Kreuznach until the 13th of December, but during the 
balance of our stay there we came and went at will, took 
walks and car rides through the surrounding country, 
visited the moving picture theatre frequently, and saw all 
there was of interest in the town and the country around. 

From November 24th to 31st inclusive, the German 
5th Army was passing through Kreuznach on their return. 
They formed a continuous procession lasting for eight days 
and nights. 

On the 8th of December the first French troops reached 



on the street. For once it was not only a duty, but a very 
great pleasure to salute an officer. 

For the next five days we ate all our meals with the 
various French units in the town. The men were most 
generous and shared everything they had with us. From 
them we received the first American cigarettes we had seen 
in many weeks. We had exchanged our French money for 
marks and had been able to buy German cigarettes, but 
these were made of leaves and about half the size of ours. 
Yet we paid three and four cents apiece for them. 

By the 13th we had learned positively that the Ameri- 
can-, were in C'oblenz. So, tired of waiting for the hospital 
train which was to come "soon," so the French told us, we 
persuaded the Germans to give us our treatment records, 
and those of us who were able took the ordinary train to 
Coblenz. Our party consisted of ten Americans, including 
one lieutenant and six English, including a lieutenant. We 
presented quite an appearance. Several were on crutches, 
several had arms in slings, and not one had a complete uni- 
form. We had some of the clothes we had worn when 
wounded, some we had begged from the members of an 
American ambulance unit, others we had salvaged from the 
effects of the Americans and French who had died, and 
articles of German uniform which we had put on only when 
we could get nothing else. 

At Coblenz we reported at once to G. H. Q. They sent 
the Englishmen on to Cologne, and assigned us to an Ameri- 
can hospital in town. We were once again with the Ameri- 
can forces ! We had suffered many hardships, to be sure. 
But we had come through alive, and words cannot express 
the feeling of thankfulness that was ours. 



A PrI§oe©r 9 § Exp©ri©e<s© 



E. W, T. 



Taken prisoner in the closing days of the war my ex- 
periences are not typical of a prisoner's lot and are 
merely offered as they may be of interest. I was captured 
November 4th, seven days before the signing of the armis- 
ticc and returned to France, December 1st; thus my stay 
in Germany was somewhat less than a month. 

Early the morning of November 4th, I started away 
from Vraincourt with the purpose of making a recon- 
naisance of an old German track with which it was pur- 
posed to connect. 

With the aid of the contour map, the night before 1 
had decided the grades would be very heavy up to the 
divide and again down the other side and so I wished to, if 
possible, reach a certain fork in the road from where I 
could see down the grade and estimate its steepness. 

I did not know just where the trench line lay, and meet- 
ing a runner or message carrier asked him if it was pos- 
sible to go to the aforesaid fork of the road, to which he 
replied that he had just come from there and that the 
American line was at the brow of the hill. A bit further 
on I stopped at a first aid station but they knew nothing 
of the front line, but from their location I judged the 
runner's information to be good, and so went on, up the 
road and around the edge of the hill. Here there were two 
revetments across the road and from their appearance 
thev had not been used for some time, so I passed them 
and just beyond were a couple of dead Frenchmen. This 



was not unusual and seemed to tally with the runner's 
information of a recent advance, so I passed them and 
continued on about 50 yards to where two rolls of German 
wire lay across the road. Seeing a path in this, about 
two feet wide, I believed everything was all right, but 
nevertheless hesitated for an instant and at the same 
time heard two cracks of a rifle from the trees in front and 




Narrow Gauge near Lconval 

off to the right. Deciding it was an American Sniper, 
shooting down the hill toward the German line I continued 
on to the fork, took my look and then turned back. 

I walked back about one hundred yards, my fear^ 



(132) 



at rest, paying attention to the track. Needless to saj I 
was more than startled to hear someone say "hallo," and 
in looking up to see rifles pointed at me from both sides ol 
the road. In order to get away I must go between them 
and across the open stretch. Realizing my position in an 
instant I decided there was nothing to do but accept defeat 
and do what they wished. At the point of a gun, I was 
forced to go along the trench and into a dugout. There 
I was questioned as to my business but evaded replying 
and tried to get rid of the maps in my pocket, but they 
were taken from me. To my surprise nothing else was 
taken and I was made to go into the far end of the dugout 
and to sit down. At dusk, amid an American barrage with 
four soldiers and a sergeant as guard. I was conducted 



one-half a pound, and the cost of tooth brush and paste 
was in proportion. 

Saturday morning, November 9th, with five aviators 
who had been imprisoned in the same place, I -.farted for 
Karlsruhe from where I was to be sent on to some other 
camp, at least so the intelligence officer informed me early 
that morning. We boarded a train and proceeded to 
"Arlon" where we waited a few hours, then boarded a train 
for Germany. It was not a cheerful group, but we made 
the best of it. The trip was very long but after passing 
through Luxembourg and what seemed like the most of 
Germany on the morning of November 11th, we arrived 
at Karlsruhe. 

Accompanied by our guard we were walking down the 




German Pi ison l amp 



back in and out several dugouts, to what seemed to be the 
Battalion Headquarters. I was put into an automobile 
with two soldiers as guards. After a long, cold journey 
we arrived at an intelligence office. They tried to question 
me but, so far as I know, except from the maps I carried 
and the passes, etc., in my pockets they obtained nothing. 
There seemed to be a general attitude of despair abroad 
among them and they cared but little when I refused to 
answer questions. 

The interpreter, an intelligent chap, arranged to feed 
me, and though I was very hungry, it was with little relish 
that I sampled the black bread and coffee. The next day, 
the intelligence office moved, and on foot I moved with them 
from the town of Marville to Corneln about ten kilometers 
to the rear. That night I was sent by automobile, under 
guard, to Virtone to what proved to be the central intelli- 
gence office. 

There I was locked in a second-story room of a 
French house with guards at every corner, slept on the 
floor and ate what was given me. I had one of the guards 
purchase some soap, tooth brush and paste. Soap was 
twelve marks (about four dollars) for a piece of about 



platform and were very startled to see a crippled soldier, 
using a sword as a cane, come up and give some orders on 
receipt of which the guards became very happy and 
started removing their buttons and insignia. Instantly 
there flashed through our heads that something strange 
was happening and on our entrance to the station building, 
we kntw it. Soldiers and officers were taking off buttons 
and insignia and all weapons were being confiscated. Our 
guards were disarmed and two soldiers witli red bands in 
their arms, escorted us to what seemed to be a hotel \< here 
we were u-h red into a second-story room with non-trans- 
parent windows. There were beds for six of us in the one 
room and needless to say we were soon in them. After a 
few hours sleep we proceeded to wash up and soon felt 
better. We were eager to know just what was happening 
and by climbing on the top of the bed one was just able to 
see through the one transparent transom. The first day, 
November 11th, we saw many strange sights through that 
transom. Something was under way and we could not as- 
certain what. First of note a soldier with a red band on 
his arm riding bareback, accosting all soldiers and officers, 
ordering them to remove all insignia and I remember see- 
ing one Sam Browne belt disappear in a pocket and but- 



(133) 



tons and insignia were disappearing everywhere. There 
was mi great disturbance visible and the apparent revolu- 
tion was very quietly carried out. To amuse ourselves we 
made a checker board and a set of dominoes and as there 
were six of us the time passed in some way. 

The next morning they lined us all up, added about 




French Foyer des Solduts 

twenty others and marched us, some limping and some 
partially clothed, a motley crew, through the town to the 
prison camp. Here we were put on our honor to change 
our money into that manufactured and marked prison 
camp money. All this time I was with the five aviator 
lieutenants and, not being an officer, I expected to be 
separated and sent to another camp, but to my surprise I 
was passed through, the contents of my pockets super- 
ficially examined and soon I was assigned a bed in the 
Offizieren Kriegsgefangen Sager. I did not quite under- 
stand why ; but resolved, after seeing the place, to remain 
there if I could, in preference to going to another camp. 
The billets or barracks were very comfortable and we had 
ample room. Six of us occupied a quarter of the barracks. 
Our section was divided into two rooms with lockers used 
as a partition. One room was used as a dining and living 
room, the other as sleeping quarters. 

My initiation into prison camp life proved very sur- 
prising. First I learned that the armistice and revolution 
were assured facts. Second, I received a ration of all the 
things needed from the Red Cross Committee: potted 
meats, cereals, cakes, biscuits, in fact sufficient food for 
almost a week, a complete shaving outfit, towels, tobacco, 
the clothes that were needed and even a suit of pajamas. 

Life in the prison camp soon assumed a phase of com- 
fort. Six of us were sleeping in the little room and I soon 
struck up a firm friendship with two English infantry 
lieutenants and a Canadian flyer of American birth. The 
four of us pooled our food, cooked and ate together and 
in fact it was a very comfortable existence. A well-stocked 
camp library added to our comfort. After the first week 
we were given the liberty of the town and walks were a 
welcome change. Several of us attended a performance 
of "Hamlet" and moving picture shows were a pleasant 
diversion. It was more or less of a spectacle for the 
civilians; at least we felt that way but managed to enjov 
life more or less. At this time the guard became very lax 



and many successful escapes were made. But we four had 
talked the matter over and arrived at the decision that as 
we were likely to be returned very soon it was foolish to 
escape at this late day and would only remove the priv- 
ileges of those who were not physically able to escape, so 
we stayed, gradually becoming more and more impatient 
until November "27th. 

On that day we marched down to the station, some 
four hundred strong, French, English, Belgiums, Portu- 
gese, Italians and Americans, boarded a special train of 
first-class coaches and started on our way. It is need- 
less to say we were glad to go. At Villizen we were 
ordered to detrain and marched out to another camp. 
Here many met friends but we had expected to go right 
through and it was a disappointment. On learning that all 
the Americans had left camp that day for Switzerland and 
were spending a day in Constance, a committee from the 
American contingent started to work and after a day's 
effort secured permission to join the others at Constance. 
It was with real regret I parted company with my friends. 
In the few weeks together we had learned to know each 
other and had built a sound friendship. 

However we left that night enroute to Constance, ar- 
riving there at seven o'clock the following morning. The 
Americans from Villizen were already aboard the train 
and it did not take us long to follow them. 

It is impossible to describe the sensation experienced 
by all in crossing the border to Switzerland. We were the 
first train of returned prisoners and every last one of the 
Swiss seemed to be waving and cheering us at doors, win- 
dows and everywhere one looked. As a demonstration of 
neutrality it was the best it has ever been my fortune to 
witness. To say we were a crazy lot would be a mild 
description ; some were crying, some laughing, but all 
were happy beyond expression. At all the principal towns 
we were met by delegations of American Red Cross and 
given everything they thought we would need. 

At Berne a stop of about a nhour was made. We re- 
ceived a chicken and rice dinner, Christmas boxes, candy, 
tobacco and never did I appreciate a real American girl 
more than then, and there were several there. Crowds 
greeted us at every station in Switzerland. Late in the 
evening we crossed the border and in a frontier town 
transferred to an American Hospital Train. The evening 
of the next day the train proceeded on its way to the 
hospital, located at Allerv. 

There every one was examined, our clothes taken away 
and in pajamas we spent a few days in bed. Then in 
groups we were sent to the Convalescent Camp. 

Conditions here were bad as the continual rain had 
turned the place into a sea of mud. However I managed to 
live on the daily starvation ration which brought back 
prison days in its resemblance to the food issued by the 
Germans. Three weeks later, I finally persuaded them to 
start me back to the outfit, and after a long and almost un- 
interesting trip, due to the lack of money, reported Jan- 
uary 4th, 1919, for duty. 

I found but little change with the exception of the 
absence of Colonel Slifer though the two months were to 
me like a separation of years. 



(134) 



Aim Airaiy Eimgiiim<e©ir 9 § lomaaee 



St. Mihiel on the River Meuse, is one of the many 
French towns that suffered almost complete destruction 
from German Artillery fire. Some families were able to 
make their escape. Monsieur Cuny, with his wife and 
their three daughters; Jenne, Lucie and Marcelle, were 
among the fortunate ones. After spending four days 
and nights in a dugout with but little to eat and only such 
of their belongings as they had hurriedly picked up they 
were able to make their escape, into French occupied ter- 
ritory. Life for the family was begun anew with circum- 
stances and surroundings decidedly different. Pagny 
being an important railroad junction and division point 
near the front, was selected by the French and later by 
the American Armies as one of the many railheads for the 
distribution of rations and ammunition. Because of the 
physical characteristics surrounding the location it was 
a detraining and entraining point for troops going to 
and returning from the trenches. The village, therefore, 
became the temporary home of army officers from every 
branch of the service, and of every grade and rank. 

The mother and daughters, with a desire to aid the 
family fortune, opened a cafe and restaurant. Snappy, 
well-dressed French officers made the cafe and restau- 
rant "Cuny" their headquarters when there were a few 
moments to spare, not because of the excellent cham- 
pagne and wonderful meals that could be secured, but 
because of the far greater attraction — Miles. Jenne, Lucie 
and Marcelle, who entertained in such style and manner 
that the horrors of war were soon forgotten by those that 
were fortunate enough to have the opportunity to dine at 
"Cuny's." Each daughter had many suitors and many 
requests for her heart and hand after the war, by the 
dashing young lieutenants. For two-and-a-half years 
officers came and went in what must have seemed to the 
girls to be an endless chain of horizon blue uniforms and 
caps with red tops and gold braid. The darkest days of 
the war were now on and defeat seemed almost certain, 
food was getting scarcer every day, nothing seemed right, 
interest in everything was gone, and the family had begun 
to think of the next move it would have to take toward 
the interior of France to keep away from the German 
army. The tide of faith and confidence of the people had 
reached its lowest ebb — then something of great interest 
happened. It was rumored that America had declared 
war and would join the Allies. This seemed too good to 
be true. However, the rumor was confirmed, the dark- 
est hour had passed, the dawn of a new day was showing 
and everyone took a new lease on life. 

Soon a new army began to make its appearance at 
Pagny-Sur-Meuse ; one that seemed to spring into ex- 
istence over night, dressed in olive drab. The village 
population watched with wide open eyes and mouths, sav- 
ing quietly to one another "les Americaines." Jennie, Lucie 
and Marcelle, also interested in this new species, watched 
every move and gesture, evidently attempting to decide 
whether these newcomers from across the Atlantic were 
civilized human beings or still savages. Soon though, "les 
Americaines" officers and enlisted men learned where 



"Cuny's" was and with the help of dictionaries ami 
"French at a glance" ami with many signs and gestures 
could get something to eat. More rivalry sprung up and 
the French lieutenants had to talk taster, but the young- 
ladies did not seem so interested in what was said. In- 
fantry, Artillery, Cavalry, came and went, then came the 
21st Regiment (Light Railway) to operate from Pagny- 
Sur-Meuse to various points on the front. The personnel 
was distributed and "E" Company caught Pagny on its 
division. A station force was sent there to open up. 
Sergeant Shortley in charge, with Privates Jensen and 
Baker as helpers ; like the others they found their way 
to "Cuny's." The Sergeant and Private Jensen amused 




Pvt. Baker and Bride 

themselves trying to speak French, while Baker found 
amusement in playing with Floriette, a wonderful speci- 
men of the Collie family, and which proved to be the in- 
separable companion of Mile. Lucie. Baker naturally 
saw Lucie oftener than the other sisters because of the 
friendship that had sprung up between himself and the 



(135) 




JfK-R&GH 



(log. Sergeant Shortley and Jensen visited "Cuny's" 
(juite often and Baker would go along to keep from being 
lonesome. The Sergeant and Jensen, after obtaining 
something good to eat or drink would sit and talk. Baker 
being a mild mannered fellow, was quiet and had little to 
say. He would sit as if in a trance, seemed to be dream- 
ing, strange too, for he had not been that way before. 
He was not sick, but seemed to have no interest in life, 
as they were living. Finally one day, while sitting around 
the block office, Jensen told the Sergeant about a famous 
brand of champagne he had discovered. He said, "Ser- 
geant, you should try it. Last night I drank one bottle, 
and in fifteen minutes I was at peace with the world. I 
could see kind faced old cows standing in silvery streams 
of water, hear birds singing, and did not owe a cent on 
earth. I strongly recommend it as a tonic for anyone. 
Baker, why don't you try it and come back to life?" It 
was then and there that George made his confession. 
He was in love with Mademoiselle Lucie, the mistress 
of the collie, and explained his seeming mclancholv h\ 
telling his companions that he spoke no French, neither 
could Lucie speak English, but he had a well developed 
ease of love at first sight. Lucie also indicated by her 
actions that she considered Baker as more than a passing 
acquaintance. What should he do? He did not know. 
There had been girls back in the States he liked, and one or 
two he thought he loved, but now he knew he was all wrong 
up to this time. 

There seems to be a language of love, a code for 



lovers that is used and understood by them, it makes no 
difference if they speak a different tongue. So it was 
with George and Lucie, tho' there were things he wanted 
to tell her, he would have her know that to him "her 
voice was like music, t'would shame the larks and make 
the nightingales put their heads under their wings." He 
wanted her to know that she was his ideal and suited his 
fancy. He began French lessons and she began Eng- 
lish. This was about the 20th day of June, 1918. It 
was a very short course of study, for both scholars ap- 
plied themselves and soon were able to converse as freely 
as tho' they were of the same nationality, and were to be 
seen together, strolling along the canal, or over the hills 
when Baker was off duty. He was now thinking of the 
serious side of life and debating in his own mind just 
what steps should be taken to overcome the advances 
being made by the other officers and soldiers. He had 
come to France to help win a war, and since meeting 
Lucie, decided he must also win a heart. Opportunity 
knocks at the door of every man, so it did at his. The 
late summer and the beginning of the fall season saw in- 
creased activities on both sides, particularly in the air. 
and Pagny-sur-Meuse seemed to have been selecte:l by 
the "Hun" as a target worth trying for. Air raids bv 
day and night kept the little village in an uproar and its 
inhabitants were terror stricken. 

Baker was always on the job and saw to it that Mile. 
Lucie was protected. After he knew she was safe in one of 
the many bombproofs lie would also select the one she was 



(130) 



in, not so much for protection, but that he might do what 
lie could to comfort her and allay her fears. To her he 
seemed so different from the others, quiet, without fear, 
so comforting, strong and dependable, every inch a man. 
She was more interested in him than all the others. It 
was during one of these raids that Baker told Lucie of 
his "America," and the land of the free and the home of 
the brave, and asked her how she would like to visit the 
Continent across the sea. "Tres, tres bien," was her 
quick reply. "You may if you will, we shall see the 
U. S. A. together, if you will consent to become Mrs. 
George Baker." Ah, so sudden, and so directly to the 
point. Lucie hung her pretty head to hide the blush; 
George was persistent, and must have his answer, he must 
know at once what his future was to be. Then she looked 
him squarely in the face, her deep black eyes seeming to 
read the thoughts he held in his head, and gave him the 
answer, "Oui." They had not noticed the other occu- 
pants of the bomb proof as they left after the all clear 
signal was given, being absorbed in one another. The 
battle was won for Baker, and he at once set about other 
arrangements. The family was notified of their intentions 
and parental consent obtained, then came the formalities 
to be gone through to comply with French marriage laws. 
It was now October 15th, and no time to be lost. Two 
trips to Paris were made by Baker, where he was received 
by the American Consul, who hearing his story made all 
necessary arrangements with the French authorities. The 
Regiment moved to the Argonne, but he left his heart in 
Pagny-sur-Meuse to which he returned on Januarv 8th, 
1919." 

On that date, at 10:00 o'clock, in the "Marie," 
George Baker and Lucie Cuny were made "Man and 
Wife" by the mayor. Directly afterward the religious 
ceremony was performed in the old church, completing 
the romance of an "Army Engineer." 

The 65th U. S. Infantry was stationed there, and the 
92nd Aerial Squadron with Lieut. Baker as its Com- 
mander. Each organization tried to outdo the other in 
providing for the wedding feast and entertainment, as 
all had known and loved Lucie. Everything attempted by 



them was a success, thanks to the officers and men of each 
organization. 

Now the Regiment is ordered to prepare for its home- 
ward journey, and everyone is happy. When the anchor 
is weighed, and the good ship that is to take us home puts 




L .'i'/,' Wheeler and Bride 

to sea with its bow toward the setting sun, the Best Regi- 
ment of Army Engineers in the A. E. F. will have with it, 
we hope, Mr. and Mrs. George Baker, to whom the offi- 
cers and men of the Regiment, and particularly his com- 
rades of Company "E" extends congratulations and all 
good wishes for their future succ< :ss. 



THE OFFICERS' MESS 
By Lieutenant Spurr. 

When army life is ended, and we put on the old blue serge, 
And at noon we feel the impulse of the usual inward urge, 
We'll sit us down and contemplate the bill of fare complete, 
With brilliant hopes of finding there something fit to eat. 
I'll bet a bun with anyone that our minds will not possess 
One tiny atom of remorse that it's not our officers' mess. 

It's fine to have good comradeship and fine to chin at meals, 
But it's hell to try and pick the meat off bovine knees and heels. 
It's patriotic, too, we'll own, to have a meatless day. 
But it's hell on wheels for hungry men to have 'em all that way. 
It's great to sacrifice and save for the cruel war to win, 
But now it's won and we are done, and still we eat but shin. 

'Twas slum for noon, spare ribs at night, and never meat at all, 
Corn mush, sop toast, soup from a ghost or any other stall, 
And then a Cinqo made of rope to turn our hard-earned francs 

to smoke. 
It's hell to pay for the best of hay but sure it is no joke 
To eat hot air and mustard gas with conversation dressing, 
Then pass a pay check up each month — it's damnably distressing. 



THE OFFER WAS NOT ACCEPTED 

Eat Genett, called medicine ball, digging trenches for 
shelter. Air raid and Anti-Aircraft shrapnel falling. He 
ducks into hole, forgets his gas mask, goes after it. An- 
other man takes shelter in his hole. Genett returns and 
sees no shelter. Yells "200 francs for a hole." 



COMPANY B. ADOPTS A MASCOT 

First Day: Invites him to mess. 



Second Day : Brings his brother. 
Third Day: Each brings a friend. 
Fourth Day: Company starts a 
Line. 



"Mascot" Me>s 



FRENCH WIT 

Co. B building grade passes through potato patch, 
carefully gathers and piles potatoes for the mess. Dreams 
of "Pomme De Terre Frit." 4:30 Recall from fatigue. 
Frenchman arrives with cart, gathers up the potatoes. 



(137) 



CONFLANS TO LE MANS 
Sergt. H. E. Steyert 

The momentous day had arrived. We began our 
preparations for what we thought was our preliminary 
step homeward. The morning of our departure developed 
into a commotion of droning motor trucks, darting back 




Y. M. C. A. Force at Jarney and Section of Y Bldg. 

and forth, speedily conveying our baggage to the await- 
ing cars. Busily transferring the remnants of our equi- 
page to the train and restoring the original neatness of 
our domiciles, the camp assumed the semblance of a bee 
hive. When boarding our sidedoor pullman coaches it 
was j)urely a proposition of the early bird catching the 
worm. Our comfort depended to a large extent upon our 
personal ingenuity. 

The train consisted of forty cars of French, German, 
and American manufacture. We departed after ex- 
periencing the customary delay but were delighted to 
hear that an American operating crew had been assigned 
to our train. Consequently we were assured of speed and 
thrill while at the mercy of the Engineer for our safety. 
At high noon of March 22nd our train slowly creaked out 
of the Conrlans yard. Feeling certain of enjoying at 
least a two days* journey we immediately improved upon 
the living conditions of our improvised quarters which by 
grace of good fortune was of American design and con- 
struction. Unlike previous migrations we were fully 
aware of our whereabouts and proposed destination. One 
car was reserved for our cooks and their culinary impedi- 
ment. This was the master car of the entire train and 
on which the most concern was centered. Another car 
was assigned to the band and by their generous efforts 
we were doublv entertained en route. Having the side 
door of our freight car wide open, the clear, invigorating 
air intensified our appetites and our first meal was served 
at Verdun. Many crosses marked the resting place of 
those who fought and died here in one of the most terrible 
and sanguinary battles of the Great War. As the train 
came to a dead stop, the bugler announced mess with his 
blaring notes and in a wild scramble we formed that 
customary line and greedily wedged our way forward. 

Thoroughout our entire trip our mess lines were 
formed with unfailing regularity. Here the quality of our 
rations had undergone an appreciative change and 
cookies, candy, oranges and cigarettes were handed out 
in liberal quantities. We were allowed an additional ten 
minutes after each meal for exercise. Several of the boys 



devoted this time to stag dancing and singing to the 
entrancing melody of the band in piecemeal. 

We instantly obeyed the bugle call demanding our re- 
turn to the cars and we departed from the devastated 
city of historical Verdun. The passing scenery held a 
charm, both picturesque and pleasing. Fields, unculti- 
vated and made impassable by ceaseless entanglements of 
rusted barbed wire and zig-zagging trenches and debris 
were superseded by well cultivated plots separated by 
neither fence nor hedge. The trees overflowing with 
bursting buds and blossoms presented a more peaceful and 
desirable scene. At Lerouville we partook of supper. 
Here, again, in Indian fashion, we stretched our limbs 
and inhaled several draughts of sun filtered air besides 
doing justice to what we soldiers considered an elaborate 
supper. 

Our next stop was at Commercy where we hesitated 
for ten minutes to procure our mail and render a brief 
concert at the railroad station. Many of the boys were 
anxious to visit this city for the last time, but this privi- 
lege was denied them. We proceeded on our way and in 
eager expectancy we stretched our necks and gaped for 
a last fond look at Sorcy Camp which for eight months 
was our old home and favorite haunt. As we approached 
Sorcy Gare we shifted to the right and barely touching 
the outskirts we rolled towards Void. The old hill, white 
and glistening in the glorious sunshine was slowly passing 
from our view as we sped onward, but the quaint village 
of dear old Sorcy and the hospitality of its generous- 
hearted citizens will linger in our memory for many years 
to come. 

Before dusk had fallen we were well on our way with 
a speed unlike the majority of trains of this length. As 
we approached the village of Gondrecourt, darkness ended 
our day of sightseeing. We closed the doors and wired 
our candles securely to the walls. This was very neces- 
sai - y, as judging from the uncomfortable riding I imag- 
ined that our car was riding on two or three triangular 
wheels. Now that absorbing the passing scenery was out 




Entrance to Labry Barracks 

of the question, we entertained ourselves by cards and 
humorous discourse. Our blankets, overcoats and every 
other article with comfort yielding qualities were spread 
on the floor of the car to serve us as a substitute for a 
bed. The fact that we preferred rest to speed did not 
interfere with the engineer's mania for dare devil travel- 



(138) 



ing. That together with our cramped position, and the 
frequent stops and starts, made sleeping more unde- 
sirable than is usual. We managed to close our eyes and 
rest our limbs sufficiently to assure us of a somewhat 
restful feeling on the following morning, and when the 
morning had come at last we were all set for another da} - 
of sightseeing. The scenery was but a continuation of 
small villages and surrounding fields with meadows and 
an occasional town large enough to be classed as a city. 
At Juvisy we had the most pleasant surprise of all. Here 
we lingered for a half hour, and our stay was enlivened 
by another pleasing concert rendered by the Regimental 
Band. It was Sunday and the citizens on their way from 
church thronged around our train to welcome us. Very 
few troops had passed through this city, as was mani- 
fested by the friendly interest and hospitality they ten- 
dered us. 

En route from here to Le Mans we passed through the 
city of Versailles, and only the sparkling of the city lights, 
penetrating the inky darkness of night, presented an ar- 
tistic outline of the sleeping city. We awoke the fol- 
lowing morning to find ourselves stationed in Le Mans' 
Embarkation Camp. We arrived here at 2:00 A. M. 
and were instantly greeted by a large group of M. P.s, 
who for some sinister purpose surrounded our train, and 
with at least two of them posted at each car we felt ab- 
solute! v safe from intruders'. 



THE UNFOUNDED HISTORY OF THE 21ST 
CHEMENT FAKES (Light Track) 

By G. D. Ingells, Corp. Orel 

Oh, railroad man, with coal streaked face, 
Thy talk and smell denote thy place, 
Thy language, too, stands out apart, 
Oh, would it weren't, it stops my start, 
For I can't print here what you say, 
And tell it in the railroad way. 

Why pick flowers and birds and skys and things for 
subjects of poetry, when 3'ou can use a railroad man? 
What is more beautiful than a railroad man to write 
poetry on? Ask me? Where be there anything more 
spiritual and nicer than a railroad man? It can't, de- 
cidedly. And just think and tarry a minute, — the 21st 
Chement Fares regiment has hundreds of just such men. 

It was at Camp Grant, Rockford, 111., during the 
mating months of September, October and November 
that this regiment of rails was made up, but just think 
since then they have traveled mightily, mainly Irupe, 
Europe and Syrup. They consisted of an omelette of 
tallow pots, stingers, snakes, hoggers, gandy-dancers, 
clock watchers and whistle jumpers. Here after learning 
the difference between spiking by and squads east, with 
many pack, gun and blanket, they scun eastward to Tene- 
flea, state of Mosquito, near Bohoken. After three or four 
days of Green River nights and listening to sailing de- 
structions, we left erstwhile after a good hot cold break- 




(139) 



fast at three dirty the morning after Ooltide. We took 
large track train to Hamberger American lines where the 
former President Grant awaited us. He had changed 
beaucoup, having become larger in the stern and grey 
above the water line. He was quiet though and seemed 
to take us all in. After trying our air we left that after- 
noon sailing with Sante Fe promptness at exactly 1 :.'}() 

P. M. with the usual clickity-click of the waves 

beneath us. 

Oh, woe be the day when we Twenty-first Chement 
Fares sailed by the statue of prohibition singing, "We're 
Five Million Short." Oh, wee, yon soldier has a hungry 
look, says I, home is slipping quietly away from us, Oh, 
wee. Fifteen long days did we cast our bread upon the 
waters but soon after feeding the wily fish, switching 
empties doubling over, losing coupling pins and side 
tracking naval officers we reached the clean beautiful, 
rainy, muddy city of Brest, France, Jan. 10th, 1918. 
and turning our stern railroad faces to France, we spake 
as the band played, "Lead Me To The Beer, 01 1, 
Brother." 

France, we Twenty-first at last have come. 
A fighting bunch that never run, 
Our work all dealt with perils before, 
So lead us to the scene of war. 

(Extract from "VANILLA.") 

But says we chement fares 'tis land anyhow and oh 
how we craved land, real old juicy dirt, and France sure 
had it. We now goes to Gievres and Nevers disrespec- 
tively. At them places of rest and otherwise we were 
teached the importance of the pick and the usefulnesses 
of shovels. We soon were a well trained bunch of pickers 
and shovelers. Woe be a German who might dast come 
into the clear with us chement fare boys. I hate to think 
of it — the pick and the shovel. Then we scun to the 
front where we ran little engines and everything all over 
the front at San Michel. The doughboys they put bum- 
pers in the front line trenches so our fellers wouldn't 
steem into Germany. Them little engines were hellers 
but in good spirits most of the time, even the stack would 
spark with the Boche just for fun. One boiler got laid up 




/ iew on the Standard Gauge Operated by the Z\st Engineers for 
The Army of Occupation 

with the flue though, and we had to clean them — the flues. 
If they got real low we would give them an injection to 
bring 'um to. N'everything. The rail wasn't very heavy, 
but that's a poor thing to make light of. 

Never will we forget Saucv-Gare, Nuffies Tang, Ban- 



gees-Val, Minnic-the-Tourer, Naugess-Saard and Mount 
Sex and manorious places. Them were the days. Then 
after chement farcn here we alleys to the Argonne and 
now even them days are gone, but we've all made up our 
minds Verdun. Homesick, why you ought to of heard 
Dombasle the other night, it's orful stuff that Van rooze. 
We stayed in this vicinity and places and mud till the 




American Tent Camp 

Armistice was declared and the Boche had made more 
back protectors and caught up on sauercraut. That 
night there was flares, cartridges, chement fares, french- 
men, mud, corn-willy n'everything all going at once. 
Never was they such a seen and happinesses before in the 
chement fare boys. That night us railroad men all wrote 
home to our feeancays and writ, "Awake, thee time be 
here, your sweetheart is soon amongst you." 

From here we took up slack and that spotted us in 
Conflans and Superbs. Here we took over the large sized 
track and the man sized engines. It was a change though, 
the mud being redder here, because we were in a greater 
Van Booze country. 

Vin rooze, blink not your ruby eyes, 
Vin blink, rooze not your pallid cheeks. 
You both brings forth to us but sighs 
And are but spendings of the weeks. 

( Quotation from "The Dying Camel.") 

Our quarters were not so worser here but more de- 
st fictions were put on us and they accused us of an over- 
supply of clothing. What is it and M. P. to a railroad 
man. There you are. Now we have scun to Labry across 
the Jordon to some once German barracks. Here encore 
we are sifted, drilled and made up for another haul. Let's 
hope it's home. Never will I leave the cat, armchair, beer 
and engine again. Let us drop our tail light here for 
Ameriky, Oh, land of my youth. 

Lives there a "Rail" with soul so dead, 

Who never to himself have said, 

I've did my bit, I wanta go home 

Then turned to bunk with stifled moan. 

If such there be, go, mark him well, 

Go bawl him out and give him hell, 

High though his title, boundless his wealth. 

Be he sick in bed or red with health, 

Despite those titles, powers and pelf, 

That rail concentered all in self 

Living should be kicked round and round. 

And doubly dying should go down 

In the wet mud from whence he sprung, 

Unwept, Unhonored, and Unsung. 

(From the "Man Without A Company.") 



(140) 




"THE BATTLE OF BOUCQ" 

By Sergt. Al Hansen 

'Twas down on the Old Toul Sector, 

Ale and old pal Pete; 
Now don't g'nd and pretend you're sleepy — 

Lend an ear, your sleep'll keep. 

Two months without pay day, 

Not a franc or clacker in sight; 
Not a day off for weeks, not a Sunday — 

Just gandy dance with all your might. 

You can see that things were stiflin', 

Every man of us itching for a fight; 
When the bugler called us to battle, 

"Pay Day," and he blew it all right. 

Out of the barracks and camouflaged places, 

With a whoop, a holler and yell, 
Came the comp'ny's valiant aces, 

Their money belts anxious to swell. 

With beaucoup francs amongst them, 

With nary a backward look, 
With the strains of the national anthem. 

They marched to the battle of Boucq. 

Oh. the A. E. F. has had many a fight 
That will go down in history and song. 

But the battle of Boucq will ne'er be told, 
Though it wasn't just what you would call wrong. 

The entry was made with ease and dispatch. 

Our forces they couldn't withstand; 
The vin shops opened wide their barred doors, 

And inside marched the thirsty band. 

Inside they did see, with hilarious joy, 

The enemy plainly in sight; 
Their forces of Champagne, Rum and Wine 

They charge! "Come on. you boys, sit tight." 



Did they falter? No, not one father's son, - 
But they showered the frnacs like hail; 

The dead ones on the long table grew, 
The Madam, in fear, turned pale. 

Oh, yes, 'twas a wonderful fight, sir, 

All straining to do their bit, 
But the rooms were warm, the enemy strong, 

Though everyone made a hit. 

After hours and hours of much struggling 

The vin shops were cleaned right. 
And the battered and breath-scented heroes, 

Campward did turn, fatigued, but not in flight. 

The casualties, six in the village, 

Were held in the guardhouse awhile, 

They couldn't explain to the Boucq M. P., 
He would not have ear to their guile. 

Ah, well I remember four young bucks, 
'Twas a beautiful sight you will admit: 

They went to sleep in the village graveyard — 
"Lights out," yelled the guards, "you're lit!" 

And one brave lad came struggling along — 

Only fifteen hr.d this boy killed; 
But the glory of battle had stirred his young blood. 

His noodle, with dreams, was filled. 

He had shed himself of blouse and his shirt, 

A sleeveless jersey, red and black, 
Adorned his pliant, Apollo-like form, 

As he followed the narrow gauge track. 

He came along on hands and knees, 

Barking all the while like a pup; 
Some of the officers at whom he barked, 

Must have wondered what's up. 

When they finally reached the barrack 

Roll call quickly was made. 
To find how many warriors 

In battle had passed away. 



(141) 



The skipper was quite horror-struck. 

Such losses — 'twas a sin; 
He sent out many, many bucks 

To bring the wounded in. 

The searchers found them everywhere, 
From La Reine 'way to Boucq; 

In ditches, roadways, on the track, 

Any place that they might have looked. 

They gave succor to the wounded. 
In the shape of wallops and kicks; 

If they could not get them otherwise. 
They pelted them with bricks. 

And finally, to the last man, 

They got them into camp; 
The jailbirds, graveyard sleepers clan. 

And all the other scamps. 

I'd like to tell of barracks scenes. 

But that's another story; 
At any rate, they did not smell 

Much like a conservatory. 

'Twas with great labor that the top 

Made his bunch get out the next morning; 

With the exertions of the previous day. 
They did not hear the bugler's horn. 

But when they straggled into line. 

It was a sorry sight to see; 
Dilapidated, nervous wrecks, 

A shaking at the knees. 

And then the Captain spoke with might; 

Nary a word of praise. Oh, well, 
Old Sherman never knew how right 

He was when he said War was Hell. 



HOW THE 21ST PUT. IT OVER ON THE M. P.'S 

Pit. Peter La Frankie 

It was very difficult at times to get into Commercy, 
the mecca for the "vingt et une Genie," and many schemes 
were used to foil the M. P.'s. One that worked for a 
while was to keep out of sight, outside the town, crawl 
into a camion truck or other covered vehicle. They 
finally got next to this. One Sunday, having tramped 
fifteen kilometers from the woods near Boucq, two of us 
arrived before the gates of the forbidden city, footsore 




Cognac Klingsmith, Ready to Start for the St. Mihiel Front During 

the Drive 

and hungry. We climbed into a French wagon loaded 
with baled hay. There was little room and we wen 
tightly squeezed between the bales. 

We rode triumphantly over the bridge into town and 
were congratulating ourselves on our good fortune when 
an M. P., suspecting something from the way the French- 



man ran the mules up the street, at the point of a gat, 
he held up the wagon and proceeded to search it. When 
he saw our feet sticking out of the hind end, he greeted 
us in a nice friendly tone. "Where in the h — 1 are you 
guys going?" Politely, we informed him that we had al- 
ready arrived. But that big M. P. was hardhearted and 




Grosrouvre Siding and Dump 

invited us to proceed him out of town at the point of his 
automatic. 

Parting with him at the end of the bridge, we in- 
formed him we would eat dinner in town. Going up the 
canal, we bribed a Frenchman to ferry us over. Entering 
the town through the woods, we enjoyed our dinner and 
walked out past the M. P.'s on our way home. 

A more daring and original method was used by one 
of our sergeants. Algerian soldiers dress in O. D. uni- 
forms and as the sergeant had an exceptionally dark 
complexion, he received an inspiration. Securing a red 
Algerian hat, he placed it on his head, putting the Amer- 
ican overseas cap in his pocket. Nonchalantly he walked 
over the bridge without molestation from the M. P.'s. 
Upon reaching the other side, he changed back to his 
overseas cap. 



LIEUTENANT COLONEL SAM ROBERTSON 

One of the best known Officers in the Light Railway 
organizations was Lieut. Colonel Sam Robertson. He 
was well known as a worker, but better for his stock of 
rich yankee humor. The following are a few illustrat- 
ions : 

While the 1st and 2nd Battalions of the 21st Engi- 
neers were moving through Yigneulles on their way from 
Sorcy to the Argonne front, the Germans made it pretty 
warm for them. The engines were carefully shrouded 
with canvas to hide the light. Smoking was forbidden 
and all train signals were given by means of whistles car- 
ried by the members of the crew. Tense excitement was 
prevalent among everyone, for the German trenches were 
a short distance away. Suddenly everyone was horrified 
to see coming jauntily along the track a brightly lighted 
lantern. 

"Hey, you blanketv blank son of a blank, put out 
that blank light," yelled Sgt. Hack, of Co. D. 

"Go to H — 1," was the short and snappy reply. 

"Maybe you don't know who I am, I'm Sgt. Hack ; 
put out that glim." 

"Maybe you don't know who I am. I'm just Colonel 
Robertson, you go to H — 1." 

Of course, it was often necessary to have a light to 
see how the work was progressing, which necessarily had 
to be done at night so near enemy observation, but it did 



(142) 



seem that the Colonel was courting death by carrying his 
lantern. Finally someone remonstrated with him. 

"Colonel, aren't you just a little afraid that Fritz will 
take a shot at that light some night." 

"Well, if he did he wouldn't hit it. I'm not long 
enough in one place." 




River at C mi flans 

One day he approached a detail working on the track, 
the Sergeant of which was standing apart with folded 
arms looking very much superior to those he had in 
charge. 

"Who is the man in charge here," he inquired. 

"I am, Sir," replied the Sergeant. 

"Well, where in H — 1 is your shovel?" 



LIEUTENANT COLONEL SLIFER 

The Colonel's orderly once made this remark. "I can't 
play a fiddle, but if the Old Colonel asked me to play, 
I'd make a damn hard try. This was the spirit of every 
man in the Regiment. 

The Colonel was one of the biggest men any of us 
probably ever had the pleasure to work for. He had a 
faculty of getting everyone about him to work with 
enthusiasm. The following are a few side-lights into his 
method of stimulating pep amongst "His Boys." 

Col.: "Donecker, where in hell's that correspondence?" 

John Donecker: "Sir. I've got ten men looking for 
that letter." 

Col. : "Some day I'm going to have a file of my own, 
it's going to be that stove. When I put a letter in it. 
I'll at least know where it is." 

* * « 

Colonel to Capt. Farran, during an air raid: "Well, 
put out your own lights, but let mine alone, I got work 
to do." 

* * * 

Colonel after telling one of his men that he had orders 
to do a certain thing which sounded ridiculous. "I know- 
it is not right, but I'm a hell of a guy on orders, until 
they get things balled up. Then we make our own 

orders." 

#- * * 

Col. to a Master Engineer : "We have three 400 feet 
warehouses to build." 

Master Engineer: "But, Colonel, we have no lumber." 
Col. "Salvage some scrap and build them out of it." 
Needless to say, the warehouses were built. 



Col. (befoi e his accident): "My place i- up there at 
the front. If the boys see their Colonel there, they'll 

work." 

* # : & 

Colonel after some close shelling, to Mike Drum- 
mond, driving his car, "Pretty hot up here. Mike." 

"Mike: "Yes, Sorr (Whiz-z-z-boom, a shell comes 
over) and shure ye're a fool for coming up 'ere, son." 

* # * 

A Second Lieutenant of an Infantry outfit just ar- 
riving at tlie Front, resented the lack of military etiquette 
shown him and his associates by men of the 21st Engi- 
neers. "LI. -Col., your men do not salute me." 

Col.: "W-e-1-1, they don't salute me — how in H — 1 
do you expect them to salute you." 

Col.: "Donnelly, I want an eight kilometer telephone 

line to Cheppy by four o'clock." 

Donnelly: "It can't be done, Sir." 

Col. : "Well, I'll give you till six o'clock then." 

Donnelly, calling up at 3 :55 : "Your line is in. Sir ; 

this is Cheppy." 

Col. : "Well, Donnelly, you almost fell down on the 

job, didn't you?" 

Donnelly (with much satisfaction): "Yes, Sir." 

* * * 

Col. (Upon questioning an Officer) : "I don't want to 

know what you think. What do you know?" 

* # * 

Col.: "Oh! G-a-y-b Gab-ri-el !" 

Strutner: "The Major is down in the court yard, 
Sir." 

Col. : "One of you, two of you, all of you, go get him !" 
Major Gabriel (puffing his pipe) upon arrival: 

"Seems like the Colonel wants to see me." 

* * % 

Col. (ringing up the Supply house) : "MacLaren. how 
many blankets have you got in the warehouse?" 

MacLaren: "None, Sir." 

Col. : "I want a thousand blankets by 8 o'clock to- 
night. Get them." 

MacLaren (at 8 P. M.) : "Sir, I have the thousand 
blankets." 

Lt.-Col. smiled, with an inquiring or rather knowing 
stare at MacLaren, but said nothing. One must not 
ask too many questions in the Army. 

& * * 

Colonel Slifer to Army Headquarters over the tele- 
phone: "I don't care if I am stepping on the toes of a 
Brigadier General, or a Colonel. If the Light Railway 
don't get gasoline by 6 o'clock tonight, the Light Rail- 
way stops operating to the front — to the Army, do you 
get me?" Then he hung up the receiver with a slam. 



IT'S ALL IN THE HEAD 

Christian Science may or may not be what it is 
claimed, but it evidently has good points since it made 
one fellow believe that a canvas "pup" tent was bullet 
proof. While at Jouy, a regiment of engineers was ex- 
perimenting with a new explosive for the purpose of blow- 
ing up barbed wire. Not being notified of the tests, the 
explosions took us by surprise. No one knew just what 
they were. This fellow evidently thought they were shells 
or bombs and instantly started running down the road, 
holding his pup tent over his head for protection. 



(143) 



SUNNY FRANCE 

During the spring of 1917 a number of the men of 
the Motor Detachment made several trips from Sorcy 
to St. Nazaire and Bordeaux to bring back a number of 
Garford one and one-half ton and Mack five ton trucks 
across country. What a change it was to get away from 
the mud and rain and rush of work at the front and go 
south to drive back through a quiet and peaceful part 
of France in sunshine and warm weather. 

The children would stand by the roadside and hold 
out flowers to us until we had our trucks decorateil like 
a circus parade and the old women would hold out baskets 
of fruit as we went through the villages. Nothing was 
too good for the "Grand Ameriques" who were going to 
save their France, and when we stopped for the night in 
some little village the whole town would turn out to greet 
us, and early the next morning they would turn out again 
to wish us "Bon Voyage." 

Those were the good old days. 



SAFETY FIRST 

While at Cheppy a certain member of our Company 
was personally conducted by an unseen power to a dug- 
out whenever a German plane came over. One night he 
desired to change his underwear but was afraid to do so 
in his tent for fear a plane might come over while he 
was undressing. Gathering up his clean clothes, he 
started for the dug-out. Another occupant of the tent 
asked him why he didn't change clothes in the tent along- 
side the stove instead of in the cold dug-out. Where- 
upon he replied: "Fritzie ain't going to catch me with 
my pants down." 



THIS DOESN'T HAPPEN OFTEN 

A bunch of fellows entered a cafe which happened to 
be owned by an English lady. The spokesman of the 
party ordered in his very best French "Cinq Bieres." 
The lady looked at him for a minute and said, much to 
his astonishment, "How many beers do you want — five?" 



ing every medical man he could get in touch with, from 
a Colonel down to a buck jjrivate, none could give him 
satisfaction. About this time some of his friends decided 
to work a cure on him. They put one of the sergeants 
wise and told Felix that he was a fortune teller. The 
sergeant consulted Felix's service record and found data 
necessarv to facilitate the telling of his fortune. 




AMERICAN FRENCH 

Another fellow tried to ask a French lady for some 
bread. Instead of saying "Avez-vous du pain," he mixed 
his French with his American slang and said : "Avez- 
vous dee punk?" 

A DARK NIGHT 

At Flirey some colored troops were camped near us. 
One day during shell fire one of the negroes was seen 
breaking world records across the field. One of his friends 
shouted, "Where is you'all gwine?" The runner replied: 
"I ain't gwine no place — I'se just taking distance." 



A FAINT HEART NEVER FILLED A SPADE 
FLUSH 

One member of Company "B,'" native of Russia, 
whom I shall call Felix, was very superstitious, having 
also great faith in fortune tellers. Prior to going to 
France he visited a fortune teller who told him he would 
die on a certain date from heart trouble. After arriving 
in France, the supposed date approached. Felix began to 
experience considerable trouble with his heart. Consult- 



German Dugout in use 

A meeting was arranged, Felix walked five kilometers 
to keep the appointment with the sergeant. After the 
interview he was in the best of spirits and much happier 
than he had been for a long time. The sergeant had told 
him his fortune and postponed the date of his death for 
many vears. Today Felix is one of the most cheerful 
members of the Company. 

HE'LL GO HOME AND SAY HE CAPTURED IT. 

A Lieutenant from a Base Hospital in the S. O. S. 
visited the front during the St. Mihiel Drive. Accosting 
a sergeant, he asked numerous questions about activities 
at the front. Finally he noticed a machine gun lying at 
the feet of the sergeant. He asked who was the owner. 
The sergeant told him it was his, that he had carried it 
ten kilometers intending to send it home as a souvenir. 
The Lieutenant said he would like to buy it, asking the 
sergeant if he would take two hundred francs for it. The 
sergeant said he hated to part with it, after carrying it 
so far, but if the Lieutenant wanted it enough to pay 
two hundred francs for it he would let him have it. The 
Lieutenant promptly handed over the two hundred 
francs, shouldered his load and walked away. When he 
was out of sight the sergeant jumped into a trench alone 
side the road and took his pick from about twenty other 
machine guns that were lying there. 

NOT RESPONSIBLE AFTER A VISIT TO 
COMMERCY 

A member of Company "B" had been on a visit to 
Commercy and was about- half way home when some one 
told him that a man had been pulled out of the river. 
The Co. "B" man, being an ex-coal miner with a knowl- 
edge of first aid, figured he might be of some use to re- 
suscitate the drowning man, promptly ran back, about 
a kilometer, to the scene. Upon arrival he immediately 
got on top of the man and started to vigorously work his 
arms and legs in an effort to promote respiration. He 
kept it up for about an hour when some one volunteered 
the information that the man had been in the river for 
four days. 



(144) 



THREE MUSKETEERS 

Three American soldiers, going through the streets 
of Feronville noticed an old lady sitting in front of her 
house crying. They inquired the reasons for her dis- 
tress. By gestures and producing a card from the 
French war office, she made them understand that two 



ffiBBSHHHP^r-?" 


w^nmBhSb ? 


-."■>. ...... ; &^#i 






HBHf, '^Tm ■■ *gsir jail 



Water Tanks at Leonval for Road Sprinkler and Engines 

of her sons had been killed and a third captured. They 
sympathized with her as best they could. She invited 
them in to play some hymn music on an old organ. None 
of them knew anything about hymn music, but one mem- 
ber could chord a little rag time. He played his stock 
of rag-time music which pleased the old lady more than 
hymn music would have done. She recovered all her 
good spirits and insisted that they have supper with her. 



THE SCHOOL OF EXPERIENCE 

Two of our fellows returned to the Company, at 
Dombasle, from the S. O. S., having been absent during 
all of our thrilling experiences along the front. 

A Fritz bomber came over one evening and opened 
his tail gates on the camp. They went carelessly on 
their way each with a lantern in quest of some illusive- 
object, convinced that the explosions were from the air 
craft batteries. Their education was brief and thorough. 
The next bombing expedition saw them in full and riotous 
retreat. 



AT THIS RATE THE PRICE OF DOUGHNUTS 
SHOULD RISE 

During a heavy bombardment a member of the com- 
pany sought refuge in a concrete sewer pipe. Another 
member came along and offered him a hundred francs 
for his hole. The offer was promptly rejected. 



A MISUNDERSTANDING 

When "B" Company moved from Marcq to Longuyon, 
they understood that they were to join the "Army of 
Occupation" and live a life of pleasure such as they read 
of in the "Stars and Stripes." Upon their arrival at 
Longuyon a terrible shock awaited them, an issue of 
brand new shovels. Instead of the life of ease they spent 
their time cleaning up some of the wealth that the French 
had left. 

Maxim: A Frenchman's wealth is judged bv the size 
of his manure pile. 



ALL MEN ARE EQUAL IN AN AIR RAID 

One afternoon thirty or forty Hun planes came over 
the camp. Lieut. Dun and Sgts. Sherman and Devine 
made a hasty exit from the Yard Office. Sherman found 
a large shell hole and vainly tried to assume the propor- 
tions of a snail. Devine and Lieut. Dun came running to 
the same hole. Van raised objection to his visitors, "If 
they see so many of us they will surely try for us. Now 
you fellows stay here and I will look for another shell 
hole." Van got nicely settled in his new location when in 
came Lieut. Dun and Devine. Without explanations Van 
ran for another one, only to be followed again. In dis- 
gust he got out of the hole and wished all sorts of bad luck 
on his visitors when out they came. The planes were al- 
most directly overhead by now. Lieut. Dunn saw a pile 
of sectional rails over a small hole. He made a dive 
into it and to his sorrow found that "Doughboys" aren't 
at all responsible. 

HARD TO GRASP 

You will find it hard to sleep on a bombproof bunk 
because you sleep hard. 



PERPETUAL MOTION 

German bombing planes had been coming over Sorev 
Camp quite regularly at night. On such occasions the 
tunnel under the railroad and canal was the popular 
rendezvous. It was about half a kilometer from camp. 
One morning a negro stevedore, as he draggea himself 
about his work, was heard to remark. "Bovs, it shure 
am what dat man Sherman done said it was. Work like 
hell all day, and run like hell all night." 

HARD TO KEEP TRACK OF 

One of the lads in the operating department is stil] 
trying to locate the town of Decauville. 



WELL TRAINED 

A group of colored troops had put in a hard morn- 
ing on the track. The captain in charge asked Sambo if 
he was ready to go in for lunch. "Yes, sub, Yas, sub,' I 
always keep muhself prepared." 



SOME BANQUET 

Several officers were boasting of various escapades and 
champagne dinners they had had while in France. As no 
one contradicted them, they probably exaggerated con- 
siderably. Lieut. Signer, who had been a silent auditor 
finally lost patience and said to the others. "Before you 
guys were dry behind the ear I attended a banquet where 
we had at least ten corks in the air all the time." This 
broke up the assemblage. 



A ROOKIE LIEUTENANT 

A lieut, new to the army, was drilling the men one day, 
and having the men lined up in Company Front, gave the 
Command Squads Right ! not a man moved. He repeated 
in a louder tone, Squads Right, still they did not move. 
A captain standing near remarked "Give them the Com- 
mand of Execution." The lieut. promptly commanded. 
"Squads Right. Command of Execution." This was too 
much for the men and they gave him the ha ha. 



(145) 



THEM MULES MUST BE EED 
A number of mules were unloaded at Sorev and no ar- 
rangements had been made to feed them. When Colonel 
Slil'er heard of this, lie ordered one of his men to arrange 
with the Q.M.C. Officer for feed. The Q.M.C. Officer re- 
fused to furnish the hay upon the first request. This was 
duly reported to the colonel who grabbed the phone, 
whereupon the following conversation took place: 

Col: "Why won't you furnish hay for those mules?'" 
Q.M.C. Officer: "We have no orders to feed them as 
they are not divisional mules." 

Col : 'I don't give a D — - whether they are divisional 
mules or Regimental mules (Loud) they are army mules 
and them mules are going to eat!! and if not, I am going 
to find out why ! ! ! Understand?" 
Bang goes the receiver. 
The mules were fed. 



21ST MULES 
By Max Foster, Co. B 

Mules were used in the grading work at Sorcy yard 
after which they were attached to B Company for ra- 
tions and duty. Here they hauled water and rations 
when moving camp. At Flirey when the roads were so 
congested that it took many hours to move a mile, haul- 
ing water was a tedious job. The mules were usually ob- 
liged to sleep in mud and often missed their feed. But 
after the armistice, like the men, their conditions im- 
proved. They were well fed and had a good stable. They 
often went A.W.O.L. and were used by any outfit that 
found them. Their only identification tag was a num- 
ber on the hoof. 

The mule possesses many soldier-like qualities, he is 
always ready for his feed and is a good kicker. Most 
mules can kick a cigarette out of your mouth. They are 
extremely disliked by the army blacksmiths who shoe 




C3 *?m»> 






ffltt, 



*Cy,.-;*£ 



•,v A -r 






' W 



*t^ 




Arriving in Frame 

HE BELIEVED IN GERMAN SIGNS 
The sergeant major, upon being asked what hotel he 
stopped at while visiting Metz, replied "Hotel Eingang," 
producing a photograph of the establishment. Upon 
close inspection it was discovered that "Eingang," which 
means entrance in German, was on a small sign over the 
doorway. But in large plain letters Hotel National was 
painted across the front of the building. 



Si.v Months Later 



IT WAS CONFUSING 

One thick night at Mandres, brother Bosclie was en- 
tertaining the boys with a gas and shrapnel serenade. 
Bob Lee was seen without his gas mask and when ques- 
tioned whether he did not smell gas said that he detected a 
slight odor of melons but had attributed that to a de- 
tachment of colored labor troops which had just passed by. 



s«8 'lui *xJ? 



WHIM 

Departing for the U. S. A. 

them as it is sometimes a dangerous operation. 

The mule plays an important part in the army, and is 
subject to many dangerous tasks. He carries a gas 
mask while near the front, and has an operation performed 
on the nose that takes away his bray. Mules are used 
generally in teams of four, or to carry packs. A mule 
team is supposed to haul 3,000 lbs. on any road. They 
are rationed by the army like men, that is to say, their 
substance consists of a fixed number of pounds of oats 
per day and is drawn from the Q.M.C, once a week. 
However, it is often necessary to forage around the coun- 
try so that they may be properly fed. 

The private has a certain amount of sympathy for 
him, a feeling of kinship as it were. On the battlefield, 
especially in the Argonne, many of them were lying dead 
side by side with the soldiers and one could not but have 
an overwhelming sorrow for their comrades in service, 
who had given their lives for their country. 



(146) 



VERDUXDO INFERNO 
By William Enscorc. 

Hard by the Tunnel de Tavannes, 

Where grave on grave is piled. 
Where France has huddled to her breast 

Her genius like a child. 
There dwelt five gentle soldiers 

And a desperado wild. 

Sing a song of dynamite. 

Sing it good and hard; 
Five little soldier men 

Scorched and singed and scarred. 

Just a little carelessness 

Let the stove lid fall 
Right on top the dynamite — 

Bower did it all. 



A quarter to nine, 
Approximate time. 
Sergeant Gear had departed and gone 



down the line. 



Bower arises, shaves his beard, combs his head. 
While the four other inmates slept gently in bed. 

The stove does not act right; fire almost out. 

So Bower, the reckless, the stupid, the lout 

Attempts to induce it to burn up again 

By feeding a few dynamite chips, and then 

Quaintly sets fire to a whole pile of them. 

Damn! 

What a sight! 

What a fright! 

Bower seeks safety in speediest flight. 

Hark! 

How the flames roar 

Up from the dynamite chips on the floor! 

See them flicker, 

Fetzner. be quicker. 

Else you'll be sicker 

Than ever before. 

Allah be praised! He wakes from his doze. 

Luckily clad in his olive drab clothes. 

Cuss words neurotic, 

Weird and exotic 

Stream from his lips in a torrent chaotic. 

Nerves all a-twitter 

In a blue funk. 

Removing three slats from an overhead bunk 

With his head, 

The brave Ed 

Quits his bed, 

And then, like an arrow unerringly sped. 

Through the smoke and the fire-girdled doorway lias fled. 

One man is safe and an audible sigh 
Is heaved by the crowd that is hovering nigh. 
Three men inside, so the crowd holds its breath 
While these other poor devils do battle with death. 

Hell! 

Who can tell 

How they came tumbling, 

Stumbling, 

Grumbling, 

Out of the shack pell-mell. 

What is that crash, man? 

The bulk of the corpulent Ashman, 

Who rolls from his bunk to the pebbly floor. 

Rises and dashes barefoot through the door. 

See him shiver, 

Quiver, 

Like a man walking a rope o'er a river. 

Hear him bleat 

As his feet, 

Loaded with two hundred ten pounds of meat. 

Are gashed by the rocks that profusely abound 

On the ground 

All around. 

Whose corners and edges his poor feet have found. 

Blind and unseeing and all unaware 
Of table, steel, bench, buckets, boxes and chair, 
The bold sergeant major comes out of his lair 
With gestures dramatic 



And footsteps erratic, 

Receiving en route a nice singe for his hair. 

Hi> garb is conspicuous. 

Highly ridiculous; 

He's clad in a shirt and remarkable drawers; 

The latter are baggy, 

Roomy and saggy. 

The kind worn by soldiers who go to the wars. 

Like Oscar, he's barefoot and suffers a bruise 

On the heel, and he hollers, "For Christ's sakr. som< ^hoes.' 

But his woes are forgotten, for all realize 

That wee Willie Enscore is on the inside. 

Suspense! 

Immense! ! 

Intense!!! 

Will he come hence? 

Yes, for he wakes with a start of surprise 

And views the inferno with terrified eyes. 

The heat is terrific. It scorches and sears 

Blisters pop out on his nose and his ears. 

His moustache is shriveled, his visage is scarred. 

His wild, youthful beauty is hopelessly marred. 

He makes a wild dash through the doorway to where 

His comrades await him in more temperate air. 

The flames soon subside and peace reigns once more 

Where all was confusion ten minutes before. 

They bandage the victims and rub vaseline 

On thirty square inches of Bill's blistered bean. 

The poor lad weeps bitterly — cannot be cheered. 

The fire has singed all his immature beard. 

But Bower, 

Bad Bower — 

In hell may he fidget — 

Escaped with a burn on his thumb and his digit. 

Say, 

That was a day. 

L'envoi 

He lit a fire with dynamite. 

It acted mighty fine; 
He burns up all the new washed clothes 

Ahanging on the line. 
He spoiled poor Oscar's mackinaw, 

And made him skin his heel; 




Captured German Guns, Sorcy Go 

He blistered Enscore's baby face 

And caused his skin to peel. 
He singed the hair of Robery Myers 

And scared him out of bed, 
He woke Ed Fetzner from his nap 
And made him skin his head. 
This Bower is a wicked cuss, 

This Bower is a brute; 
He lit a fire with dynamite, 

It burned — beyond dispute. 



WHAT WE CALLED OUR RAILROAD 
Soixante, Narrow Gauge, Slim Gauge, Narrow- 
Minded Railroad, Little Railroad, Light Railroad, 60 
Centemeter, Dinky, Chermin de Fer Petit, S. M. & B. 
(Sorcv, Metz & Berlin). 



(1*7) 



A SPY HUNT IN THE LA REINE FOREST 
Company "A." 

It was a pitch dark night in March, 1918. Some men 
of the 23rd Engineers had reported seeing lights flashing 
in the woods and the cry of "spy" was soon circulating in 
the camp at Gerard Sas. A detail volunteered to in- 




Loading Hay and Oats for the Front 

vestigate. After some time of anxious waiting a volley 
of rifle fire was heard in the woods but none of the detail 
returned; another detail set out to get the first and after 
another period of waiting both details finally returned to- 
gether — empty handed. It was then learned that the 
lights seen were signals to allied planes coming across the 
lines and the light that had been fired upon was a star 
shell sent up at the front and but dimly seen through the 
Leaves by the "spy detail." 



SOUVENIRS 

The Kaiser is the guy that started all the fuss, 
But when time came to stop it they put it up to us. 
Yanks all answered to the call without doubts or fears; 
They tore the Kaiser's playhouse down and stole his souvenirs. 

He then went to Holland and took up his abode 

There, loathed and spurned by all mankind, like a vile poison 

toad. 
And by chance you ask him the cause of his downfall, 
He'll shake his head and answer, "Yanks and souvenirs did 

it all." 

For the Frenchman fights for the honor, 
The Englishman fights for great fame. 
The Yankees fight for souvenirs. 
But the results are just the same. 

And now that the war is over, and the future looms so bright, 
To get our treasures home may start another fight. 
But visions of marching up the main pike amid the lusty cheers 
Spurs us on to return to you with all our souvenirs. 



THE MOON SHINES BRIGHT AND STILL THE 
NIGHT WAS DARK 

One clear night when the moon cast its luminous mel- 
low rays over the entire Argonne front, Jerry was giving 
us merry hell. Shells and bombs had been bursting from 
time to time in the open field a short distance from Taylor 
Junction. A negro came running up the tracks. I called 
to him and asked if anyone was hurt. "No, Boss, they 
nobudy hurt, they ain't gonna be nobody hurt, 'cause they 
ain't nobudy hurt, they ain't gonna be nobody hurt. 

When asked if they were hitting close, he replied : 
"cause they ain't nobudy theah." 

SHILLING, COMPANY D. 



A PERMISSION 
G. D. Ingells, Corp. Ord. 

I say "A" permission, for fortunate is the soldier who 
receives more than one; and anyway, the first is the red 
letter leave. A plain buck civilian could never realize 
what a leave means to a plain buck private, especially 
when he has wrestled with oeans and near coffee at the 
front for months. Granted, there is plenty of excitement, 
but it's like love, you can't live on it all the time, mon 
derby. Oh, for just a touch of domestic life and a real 
derby in sight and a piece of blue serge on the horizon. 
That is what one wishes and looks forward to on a per- 
mission, and also to forget for once all that is military. 

Five weeks before going on said leave it is necessary 
to go through a short course in training. Your knife and 
spoon are taken away from you entirely so that you may 
become once more proficient in the use of the fork. Bal- 
ancing peas and beans on a knife becomes a lost art, meat 
is eaten in small morsels, not in large relays, and soup 
once more is said to be noiseless. You are taught that 
hotel na2)kins are not handkerchiefs, finger bowls are not 
to drink from, and not to steal your neighbor's pie. Never 
line up for meals at a hotel and leave all dishes and silver- 
ware on the table, as it might embarrass the hostess, 
These are the essential rules. 

Then I really left for the area on one of those third- 
class French trains. Yes, I did — not. I put on my bib 
and tucker and hied myself hence to a genuine first-class 
coach where I concealed myself with O. D. splendour 
until the train got on the move, then I was "jake." It 
seems as though the M.P.'s and A.P.M.'s are crazy to take 
the joy out of life. It is just- one battle royal all the way 
to your destination. You sign here, sign there, stand 

frozen in lines till you get so d mad that you long 

for the front again so you can fight. Then when 
they hustle you to a cold, cheerless, third-class coach 
again you keep going right on through the other side and 
board a second-class coach, where you ride in civilized 
comfort to Monte Carlo or Menton. 

Real sunshine, blue sky, mountains and pretty women 
all around you. Women, think of it ! Real honest to 
you, black-eyed men-loving women. I'll never say another 
word against woman, I — Then they took me to a 

marble-topped hotel with palm trees around it. This was 
too much, I could hardly stand it. Next through a sort of 
mist, I saw a garcon fading from my chamber and there, 
there beside me, resting in quietude, was the nicest, sofest, 
whitest, cleanest, most welcome feather bed I've seen since 
I kissed the girl with the soft-boiled eyes at home. Oh. 
woe is me, I just dove at it and said: "You old son-of-a- 
gun, you're sure going to see service this week." Then I 
started to feel the dignity of the occasion and riz up and 
made my toilette, get that "made my toilette." I'll be 
saying darn next. 

After watching the rest, I managed to get through the 
first meal with my fork, and left all the silverware on the 
table, but I think the matron suspicioned me. I slicked up 
for my evening promenade. "James, the gloves and cane 
please. Auvoir, garcon," and I was off. Now just 
imagine me, a buck private, two hours later, as it were, on 
the boulevard. Three shots of "Muscato" neath my 
webbed belt, shoes shined, four months pay (and all I 
could borrow), a new moon on the horizon of the Medi- 
terranean, the Alps above me, and the prettiest, gol darn- 
dest, petite little French Mademoiselle along side of me 



(148) 




you ever peeped at. (Play "Home, Sweet Hour** here.) that's no joke. Then on the seventh evening, you walk 

We were in one of those carriages that they haul ]>resi- weakly and faintly over to the A. P.M., check out, nestle 

dents of nations around in, you know, with the patent yourself coldly in a permissioner train. You can't escape 

leather fenders. I don't know how you feel but something them tills time, they've got you tight. You just pass out 

seemed to tell me that I was happy. I don't believe I had f Monte Carlo, nobody makes any fuss over you and life 

ever seen so many cafes or passed so many and all this J s g l oomv . You're made because you can't stay and at the 



time I had her, gol darn her, right alongside of me, look- 
ing so adventuresome. Then we "throws our anchor" and 
I paid the driver the customary exorbitant American 
price. I didn't know whether to hit the driver or kiss tin 
girl. Which would you do? I did. 



same time you kinda want to get back and see the boys in 
the mud. 

Then you get back to camp, broke, glad to see the fel- 
lows. Maybe we're going home. Everything looks 
strange to you for a while, then mess call sounds and you 



Then we went to Freddy's place and while she drank come ^^ to ea rth again, a plain buck private. No more 



hot chocolate, I maneuvered with light wines and their 
accessories until we went home, where I kissed her on the 
doorstep with welcome on the mat. 

That was my first evening and just add six more to 
that dream with diminishing francs each night and that 
will constitute the average permission. Of course, I saw 
the usual sights in the vicinity, such as the Casino, Prin- 
cess's Palace, etc. One day some of us hired asses driven 
by Italian girls and took a trip up the mountains. We 
tame back on our asses about five o'clock after a most 
scenic trip. 

I don't believe I ever enjoyed food as much as I did 
there. I never passed either restaurant or cafe. It was 
considered nearly the same as breaking a general order to 
do so. On the first day you tip everyone a franc, on the 
seventh (and there was light) it's two sous limit, and 



salade on lettuce leaves, no oysters on the half shell, cows 
don't give milk here, your meat can is nothing but alumin- 
um. Well, what's it to you? I can stand the gaff if the 
rest can. How do ya get that way, go to the end of the 
line. 



POOR CAMOUFLAGE 

An engineer passed an officer and failed to salute. 
Officer: "Don't you salute Officers?" 
Engineer: "Yes, sir." 
Officer: "Do it." 

Engineer: Suppressing a smile, salutes. 
Officer: "Are you trying to show your contempt for 
-•• 

Engineer: "No, sir, I am trying to conceal it." 



(149) 



ELEMENTARY ARITHMETIC 

Q. If 100 soldats can build 1 kilometer of voie do 
soixante in 10 hours, how long would it take 1,000 soldats? 

A. One hour (provided half of them are not killed 
colliding with one anther). 

Q. If a detail of 20 men can erect an Adrian bar- 




Operator's Shack, Broussey 

racks in 13 hours, what would result if 67 men were em- 
ployed at the same task. 

A. Seven would be killed by the frame falling on them 
because 19 men would cause it to collapse. Eleven of these 
nineteen men would break 1 leg each, the remaining 8 would 
die from various wounds. Of the -11 remaining, 32 would 
execute parade rest in double time and the other 9 would 
complete the building in 99 hours, 30 minutes. 

Q. What can you get for 1 can of corned beef? 

A. Quite a lot generally. (See G.O. -15). 

Q. If you went to the warehouse for 12 monkey 
wrenches and 8 claw hammers, what would you get? 

A. 1 stillson, 1 foot-ad/, 3 sets chain blocks, 2 claw- 
bars, 9 lining bars, 1 track level, 2 Sears-Roebuck 
hatchets, 3-8 lb. sledges (without handles), 1 axe handle 
for same, 1 bicycle pump, 2 condiment cans, 1 French 
gas mask, 5 shovels, 2 picks, 1 gate valve, Hell, and a 
keg of spikes. 

Q. Suppose the Regimental Supply Sergeant were 
to go to the Supply Office at 7:30 A.M.? 

A. Oh, H — — 1 Agnes, what's the use of supposing 
anything like that? 

0. Who won the war? 

A. Nix ! nix ! We want to go home. 



CYLINDER-BORE PANTS, A SABLE IX FLANG 
.1/. E. Wadsworth 

In view of the fact that we are to be returned to the 
States in the near future ( you mav tire' when ready, 
Gridlev) it devolves upon us to endeavor to present a 
respectable appearance. 

To more nobly fit us for that happy occasion, our 
uncle with customary taste and foresight has decided to 
issue us breach-loading pantaloons of large calibre and 
witli 31 1 L , inch barrels. Model of 1861. 

Now, of course, if a man's sitting boom is high enough 
off the ground, the muzzles will fall above his shoetops, 
and he will be able to twist on a pair of Burlap spirals 
leaving only a slight balloon effect above the knees, his 



lower limb (meaning leg) having the appearance of not 
having been broken in more than nine places. 

But! On the other hand, if his inseam in civil life was 
23 • L . inches, he finds himself confronted by the necessity 
of either double-reefing the garment above the well-known 
spirals or hewing off the superfluous parts at the bottom, 
thus the better fitting them for the wearers use, with a 
sharp instrument, as an axe. 

We think (honest we do, but not often) that quite 
probably the architect of this infamous item of wearing 
apparel was awarded the D.S.M. and 10,000 dollars or mi, 
as a Bonus. 

We are too much of a gentleman to suggest what he 
should have got and just where he should have got it. 

Moral: You're in the army vet! 



THE COMPANY BUGLER 
By Bugler William Sutton, Co. M 

Just a few words on my ability as a bugler, from my 
personal observation. From remarks that I hear, my 
bugling must not be very good. After blowing one of the 
numerous calls, someone sticks his head out of the window 
and yells, "Hang it up and let the wind blow through it." 
Another asks if that was the sick call. I tell him "No," 
and inform him as to its meaning. He then says : "I 
thought it was the sick call — anyway, it makes me sick." 
The lieutenant sitting comfortably in his room, hearing 
me endeavoring to blow "first call," says to his orderly: 
"What in hell was that?" 

There are two reasons for such a condition. One is, I 
frankly admit, I am not a good bugler. The other, there 
is not a man in the company that knows one call from the 
other, with the exception of mess and pay call, so what 
is the use of having a good bugler anyway? Sometimes it 
is necessary for the top sergeant to climb three flights of 
stairs to wake me in the morning, but I don't mind a little 
thing like that. 

There is always some good in everything, so I will 




This Machine is Certain Death fur the Trench Petite To-Tos, also 
Found on American Soldiers 

mention some of the advantages of being a bugler. I am 
not burdened with a rifle which takes considerable care and 
spare time to keep it in condition. I escape all drilling 
and all details. To sum it all up: "It has to be did." 
The job was wished on me, so I am either fortunate or 
unfortunate as the case mav be. 



(150) 



WHY THE "SHOCKERS" STOOD REVEILLE 

After headquarters had enjoyed a comparative life of 
ease and luxury for several months the Colonel appeared 
on the scene and read the riot act. Among other reforms, 
headquarters, to which the shock troops were attached, 
was obliged to stand reveille and physical torture. Upon 
hearing the new edict, the "shockers" decided, while under 
the spell of vin blink, that unless personally invited they 
would not obey the new orders. 

Morning presently came, the bugle sounded and die 
"top" gave the command "breathing exercise in four 
omits, eyeballs left, eyeballs right, one, two, three, four." 
The small group of conscientious soldiers were dismissed 
and the shockers were still in their virtuous couches. En- 
couraged by their procedure, they continued ignoring the 
orders for a week. Sleep until you rot or get hungry was 
their motto. But, alas ! the whole personnel of headquar- 
ters got into the same habit and one cold snowy morn 
found the "Top Cutter" the only attendant until Capt. 
Radford appeared on the scene. The Cajjlain was usually 
late, so he did not register a kick, but when no one was 
there to see him come late lie got hard boiled. With blood 
in his eyes he started on a crusade, making a dash to the 
domicile of the shockers, he entered the room which looked 
like a boar's nest as the hard-boiled shockers had a "cele- 
bration" the night before. Olie, the blonde motorcycle 
wizard who lost his wheel base, was the only one up, and 
with nothing on but his underwear, socks and a cigarette, 
he presented a poor "January Morn" as he hugged the 
fire. 

Like a true soldier he shouted "attention!" as the Cap- 
tain and top cutter entered the room, which was answered 
only by loud and melodious snoring. 

"Where's your physical exercise, get up !" Olie now 
had his breeches at half mast as he tried to hastily dress 
and conceal his amusement "What's vour name?" "Wasr- 
oner Esterburg, Sir," he replied. By this time there was 
a stir under the blankets, for uneasy lies the head that 
bears the wrath of the commanding officer. With a vehe- 
ment demand to "Get up !" he dashed to each bed pulling 
the blankets off. Seeing the master engineer chevrons on 
the undershirt of Forbes, the Captain waxed eloquent. 
"You a master engineer," said he, "should be a shining 
example for these privates." 

The shockers were now industriously dressing when 




Viezv of Broussey, Longmorc and Mont Sec in tin- Distance 

the Captain espied a form in the farthermost couch. In a 
rage he rushed toward it and lifting the covers found a 
foot and from the smell was convinced that it belonged to 
a human. The Captain almost became violent, hut he con- 
tained himself behind his glasses. 



The culprit under the blankets proved to he Justin P. 
Smith of Germany, where he was attached to various 
prison camps. After facing the German prison keeper, 
he was not perturbed by the outburst of our Captain. 
Leaving the "top cutter" to take their names, the Captain 
retired from the room. The next morning found our 




Cornieville Yard From West End 

heroes doing a breathing exercise in a-a-ah — one, two, 
three, four. 



THE FRANC BOYS IN PARIS 

Once there were two boys and they'd been in the 
army a heluva long while and had beaucoup d'argent and 
wanted to go on leave and they did and they took the 
night train for Nancy and rode the baggage car with 
the rest of the smells, I mean swells, and got into Nancy 
just in time to get a drink, a girl and a walk in the open 
air which muchly refreshed them and they went to bed and 
got up by themselves in the morning, that is they needed 
no help and then they swilled, I mean swelled around the 
town and had a dinner at a restaurant and every time 
they saw a white shirt they gave it twenty francs and then 
they bought a sea-going bus and went to see and what 
they saw is history and has no place in fiction and the 
next morning they took a train to Paris and went through 
the accounts and found they had gone through a thou- 
sand francs and Beaucoupe he says to Combien, not a bad 
start for a trip to Paris and Nancy is only a small town. 

And they hit Paris, but the town withstood the attack 
and tluy captured a taxi and lie hunted through his dic- 
tionary to find out where they wanted to go and they got 
there at last and went in and climbed up seven flights of 
stairs and were just able to get the bell rung and they 
went inside and kissed the girls and then went back down 
stairs to get their breath as Beaucoup had seen a place 
where they could get it back to normal and there they met 
Johnny Walker and took him home to sup or soup with 
them and Johnny started a crap game and Combien he 
shot craps and says come 7 ah a natural and all the rest 
of the approved dialect and he won and the boys had 
money for another day and they went home and Combien 
wanted to climb Eiffel Tower but the guards said it was 
too dark and anyway defendu and they went to a hole in 
the wall to sleep and pair for their taxi which was tres 
reasonable, only 200 francs. 

And the next morning they got 'em a taxi and it was 
Christmas, so they filled it with 200 francs worth of flowers 
and 500 francs worth of Piv-G and they went forth to 
carry the tidings of the season to the ladies. The flowers 



(151) 



were for the ladies and the other essential for themselves 
as a Xraas present so to speak and a precaution against 
getting out of breath again. 

And they had dinner and the dinner was good and after 
dinner Beaucoup got sleepy and talked in his drowsy way 
to a fair little LOP that is to say in strictly spencerian 




Ammunition Dump Beyond Boucq 

English, life of the party, and she proved it. And they 
took the taxi that had been standing without, that is with- 
out being paid, and they went hunting, hunting for a 
dance and finding none they just hunted and they found 
food and drink at various places and when they went 
back to their hole in the wall they found two frogs in their 
beds and they could not tell them to getthehellout in their 
own language, that is in the language of the frog, so 
they went walking and got downtown and found a place 
where they knew that forgotten art of brewing an absinthe 
annisette and they inhaled deeply and broadly and went 
out to breakfast on benedictine and chartruese, as they 
were on a strictly liquid diet. 

And they gave a dinner that day that cost 600 francs 
and took their taxi and spent another hundred or so in 
sight seeing and took dinner at a famous cafe where to 
induce the orchestra to play American music so the 
Americans could dance, they slipped them at odd moments 
something of the name of species and the orchestra was 
theirs and they left 500 francs there as a memento. And 
the days came and the francs went and the leave came to 
an end and the francs likewise and they went back to 
work and to reflect that the francs don't last long when 
you use P&G and Poddo Flips as a wash water or do set- 
tlement work with benedictine. 



"COOTIES" I HAVE KNOWN 

C. S. Elliott 

Early last spring Sergeant Hack and myself were sent 
up to Broussey to open up a block office. We had been 
there several days when we both began to be troubled with 
crawling sensations. We "read our shirts" several time 
but without results. Finally one day when Tack had 
scratched himself raw in several places, he made the re- 
mark that he had found some cooties. I took his remark 
very seriously and began another search, when he com- 
menced to laugh and said he had been joking. Then turn- 
ing around to a doughboy out of the 103rd Infantry, who 
was on guard outside, Hack asked him what a cootie 
looked like. The doughboy was much surprised. "Why 
didn't you ever see one?" he remarked, "I've got a million 
of them. Let me see if I can't find one for you." He 
then turned back his sleeve and carefully examined the in- 
side of his undershirt sleeve, and sure enough he located 
a nice full grown specimen. 



Hack examined him very carefully and then remarked, 
"I am going to look in the same place, maybe I can find 
one," and he turned back his sleeve as the doughboy had 
done and much to his surprise found one of his own very 
much alive and kicking. Hack was a clean sort of fellow 
and he took it very hard at first, particularly after a 
number of cootie brothers and sisters had been found. We 
never could decide on the parents, although we were 
rather suspicious of several of the larger members of the 
family. As I remember it, we did not examine into their 
nationality, as at the time the theory had not yet been 
evolved that they were German spies smuggled across the 
line to secure information and to harass the enemy. As 
a matter of self defence however, we took no prisoners, 
causing them great casualties and discomfort and finally 
totally exterminated them. It was a hard fight though. 



A FOOL'S PARADISE 

C. S. Elliott 

There was a lot of us that were scared the morning 
when the shells started breaking in the woods near "D" 
Co.'s barracks at Neuf Etang. I had just about decided 
that my time had come, and that Fritz had a shell with my 
name on it. I made up my mind to give him a run for his 
money though, so I started out and never did stop until I 
got to the cherry orchard upon the hill half way to 
Boucq. I saw a friend from El Paso later that day and 
he was shaking his head mournfully and saying: "I have 
been living in a fool's paradise (Cornieville) ; my peace of 
mind is forever destroyed. Oh, no, the Germans can't 
shell Cornieville, like hell they can't." Thereupon he 
turned around and started working madly upon the new 
dugout which he had commenced that da}' shortly after 
daylight. 



SICK CALL 

To the wearer of khaki, sick call hath many charms, 
esjDecially when it is raining and outside work is to be done. 
Few, indeed, are the men who have not, at one time or an- 
other, gone on the festive sick call. Registering your 
name with the "Top Cutter," who puts it in the sick book, 




Near Boucq 

you are conducted to the infirmary by this popular com- 
pany here. 

The medic may have been a bank cashier or a section 
hand in civilian life, consequently his knowledge of medi- 
cine is limited. He asks a number of stock questions pre- 
scribed by the Medico's Manual, "How did you sleep? 



(152) 



Do you cough much? Do you eat well? Do your 
bowels move?" and others in the same strain. After going 
through the third degree, he will order you to roll your 
eyes, put out your tongue, say "ah." Also several stunts 
that would do credit to an acrobat. Upon completion of 
this examination, he will give you some large white, some 
small white and some O.D. pills. You take the large ones 
every hour, the O.D.'s after each meal, and if you wake 
up during the night a small white one. He will diagnose 
vour case as "shoveletitus," send you out in the mud and 
rain to exercise a shovel. No matter what ails you, be it 
concussion of the brain or a cut finger, you get the same 
ration of pills. If, however, you break your leg, you may 

get a (lose (if castor oil. 

It is indeed a forlorn bunch of soldiers that marches 
or limps to the infirmary. Long faces, bent backs, game 
legs, bandaged jaws, are everywhere in evidence. 

But, how different coming back! The lucky few who 
have been marked "quarters" marches with firm strides, 
a lamb-like look spread over their homely self-conscious 
faces which only a few minutes before presented a pic- 
ture of physical distress. The chap who was marked 
"light duty" is busy devising a limp or cough that will 
persuade the "top" that sawing wood or sweeping would 
prove fatal. The poor bum actors who are marked 
"duty" have lost their now unnecessary limp. They are 
resigned to their fate and console themselves with the fact 
that half the morning has gone by and they have a legiti- 
mate excuse for being late for detail. 



coming. Regardless of two or three inches of water in the 
ditch along the side of the road, I flopped into it. The 
shell landed about two hundred yards behind me, and I 
could hear distinctly the shrapnel singing overhead after 
it had broken. The fact that the shell lit behind me gave 
me the idea that I was going the right direction, when 



THE SHELLING OF BOUCQ 

Amos D. Jones, one of the many veteran engineers 
who though old enough to have sons in the army, are still 
voung enough to get into the game themselves, tells of a 
narrow escape he had the day the Germans dropped a few 
"G.I. Cans" into Boucq, killing 17 French soldiers, in- 
juring several Americans and causing the civilian popula- 
tion to gather their cows, goats, donkeys, and other do- 
mestic animals and worldly possessions together and flee 
for a more peaceful climate. Amos was in Boucq that 
Sunday sightseeing when he was suddenly interrupted by 




View of Barracks Occupied by 2\st Engineers, Gievres 

the sounds of bursting shells in his immediate vicinity. It 
seems to be instinctive for a person to make for home in 
case of emergency, so Amos immediately made a mad dash 
for his detachment at Neuf Etang. 

"I was just at the bottom of the hill below the town," 
he afterward explained, "when, whiz-z-z — I heard a shell 




View of Sorcy Gare 

whiz-z-z, I heard another one coming. As before, I dove 
into the ditch, mud and all. This one, however, broke 
about two hundred yards in front of me. While I was 
undecided whether to go forward or back, whiz-z-z, still 
another one was coming over. I didn't have very far to 
jump this time as I was hugging that ditch pretty close, 
and I had no sooner flopped on my face when bang ! She 
landed less than one hundred feet off the side of the road. 
Well, boys, I had my steel helmet on, and I'll swear that 
the force of the concusion of that shell simply blew that 
heavy steel helmet completely off my head as I lay still in 
that "ditch." 

At this point one of the wits of the company spoke up : 

"Now, Amos, you can't make us believe that it was 

the CONCUSSION that blew your hat off. You was just 

so blamed scared that your hair simply PUSHED that 

heavy steel lid off your blamed head." 

"There's where your wrong again, my lad," said Amos 
triumphantly, and by way of proof, he pulled off the steel 
bonnet in question and showed a head AS BALD AS A 
BILLIARD BALL. 



RELATIVE TO "SUBS" 

By C. S. Elliott 
I used to have a youngster in my squad, a good natured, 
happy go lucky sort of fellow, and not very energetic, 
who I shall call Jones, though it is not his right name. 
On the way across on the President Grant, I used to have 
a great deal of trouble getting him started moving when 
we had our abandon ship drills. He would lay on his bunk 
until the aisle was cleared before getting up, claiming it 
was too much trouble to move out with the crowd. One 
day after we had ship drill, suddenly there came a second 
alarm with bells ringing and whistle blowing. "Boys, this 
sounds like the real thing this time," I said, "let's go," 
and before I had the words out of my mouth, young Jones 
was out of his bunk, out in the aisle and up the ladder 
like a shot out of a gun, and I was a close second, too, 
with a very peculiar feeling around the pit of my stomach. 
This goes to show what incentive will do. 



(153) 



ADDRESSED TO HEM PERSONALLY 

B. C. S. Elliott 

June 1(5, 1918 was a very exciting day in the old Sec 
tor "Northwest of Toul." There had been rumors for a 
week or two of an impending German attack and the men 
up around Xauginsard and Raulecourt had been a bit 
nervous too. The barrage opened about 3 A.M. and it 
was a right nice little barrage. "Bad-eye Dick" and 
"Desperate Ambrose" of "D" Company were at that time 
at Broussey as block operators and lived in an elephant 
iron hut opposite the Wye. "Bad-eye" says that he and 
"Desperate Ambrose" were out in front of the hut listen- 
in;;' to tile shells come over when they heard one which 
sounded unusually close. They made a run for the hut. 
followed by an M.P. and a "Frog." Every one made it 
but the Frog, who was just entering the door when the 
shell struck in the middle of the road and exploded. The 
force of the explosion threw the frog into the hut onto 
his face knocking the breath out of him but did not injure 
him in any way. 

A few minutes later another shell struck a building 
across the street, passed through a couple of partitions, 
hit the floor in a room at the far end of the building, 
bounced up in the air and landed in a "Frogs" bed without 
exploding. The "Frog" who slept there, according to 
"Bad-Eye" was outside watching the fireworks, ami 
shortly afterwards remembered that he had left his gas 
mask on the bed. He went back to the room and found 
a 5-in. shell on the bed with the nose stuck just inside the 
flap of the gas mask. He began to get scared then an 1 
he beat it for the dugout for the rest of the night. 



ROOKIES' NIGHTS OX THE FRONT 

One time during the Spring of 1918, we were still 
learning to operate the Soixante, a Company E and a 
French train crew were up near Bernecourt. It was after 
dark and as usual a few shells were "coming in" now and 
then. Suddenly everything became quiet. As a general 
rule the French are very talkative. But this time they 
were so quiet that the American crew walked up to the 
engine to see what was wrong — and every one of the 
Frenchmen were sitting very still with their gas masks on. 
The xVmerican tin hats commenced Hying and on with gas 
masks in double quick time, accelerated, no doubt, by a 
few "H. E." and gas shells which were then commencing to 
come over. 

After all, she was a "Bon" Sector in those days. 



THE ENEMY WAS EVER ON THE LOOKOUT 

Bartlett Schilling, Co. D 

One night three trains were taking rations at Mont- 
faucon. There was a tractor on each end of the trains 
and the leading tractor in the first train had left the rails. 
The engine on the rear end and the weight of the cars 
turned the derailed engine completely around to clear the 
track. The following trains came up, the men got their 
lanterns and went to assist in the difficulty. A Hun bal- 
loon scented something unusual and promptly got a couple 
of guns to working. Before the first shell bursted there 
wasn't a lantern to be found there. But the damage had 
been done and a dozen shells were sent over before Frit/ 
felt appeased for the carelessness of the affront. 




LARSON 



(151.) 



YE OLDE FAY DAY 

By G. I). Ingells, Corp. Ord. 

What ho, said the sergeant as twice the bugler blasted 
recall across the silverish meadows of Sorcy, and seizing 
my leathern jerkin in my horny hand, I sped nimbly to- 
ward the barrack in a goodish fashion. E'en then 'twere 
4:30 and as pay-call had thrice blown that afternoon two 
hundred well rounded, odd francs nestled as neatly in my 
pocket as a covey of quail in the new mown hay. 'Twas 
considered great strategy in these days to be first in the 
line of hungry men, so grasping my armoured mess kit, 
I perked with my hairy chest exposed to the warm Sep- 
tember zephyrs, to the cook who with vigor of unwonted- 
ness and seeming indifference, threw a scantling of beans 
and a piece of beef into my platter. I hastened half a 
stones throw to a lately cut stubble, where I dined as only 
a soldier of the twenty-first could. "Twas soon finished. 
I doused my mess kit in the clear spring water since heated 
by the setting sun and even now as its last ray cast orang- 
ish spots on the Medics tent, I came forth dressed in 
brightish O. U. a perfect master of myself, my hair burnt 
by the sun into the colour of tow, the pay day gleam in 
my eves, and a longing for a cafe in my manly bosom. 

As it were, the cream- of night was fastly approach- 
ing. A silver v fog rose from the moor as I passed the 
Three Bridges and as I turned my set face to the village 
of Sorcv-St. Martin, a new moon peeped over a pointed 
church spire most lazily. My hurried pace soon brought 
the village to my feet and as the domestic smell came to 
my seasoned nostrils a typical French bat brushed swiftly 
across mv face and I sped up the narrow street with the 
spirit of adventure in my blood as the cafe hove in sight. 
Even then hardened warriors had beat me to it and were 
slinging the malted brew into waiting stomachs. 

I grinned good fellowship as I entered and seated my- 
self as to the advantage of service. A buzz of general 
talk went up from the throng amidst the regular cadence. 
After casting a hungry and thirsty eye at the oodling 
barmaid, I soon had beer and cognac a plenty and I then 
knew the night was started. My comrades were all war- 
riors good but carried neither bill, sword nor dagger. They 
seemed by no means ill at ease and ordered frequently 
with timely wit. I soon waxed merry myself and cut 
sprightly with the rest, throwing bottles and glasses to 
my right and left, cracking skulls as though they were 
scented paper, the trench look in my eyes, the pink of vin 
rooze in my cheeks, my knuckles white with the excite- 
ment and my stomach distend, and most pregnant with 
seething beer. The spirits were in me. My francs flow- 
ing unceasingly into the calloused hands of the bar maid, 
the electric light seemingly a cluster of cleansed diamonds. 
With such vigorous pastime time was as nothing and as 
midnight waned I myself had spent like the beasts of the 
field. Forsooth my friends, darkness found me on a 
wandering course toward camp. 

The new moon had a hungry look, the road had the 
lines of a snake, the Three Bridges were as ten, and the 
barracks danced like heat waves on the light railway track. 
The words of a dutious guard brought my wavering 
senses to almost numbness by words of, "Be think ye too, 
that ye have no longer to deal with the armee? Duke of 



Light Railway, pass on now, but look ye to it that your 
neck does not abide beneath the yoke." A half hour 
found nie unconscious neath the bean scented blankets and 
another pay night was since history. But, oh ye follow- 
ing morn. The green fields had no charm for me, the 
white and red poppies were unnoticed, the lark singing- 
above the corn sang not for me, my mouth was as the 
feathers of a goslin, my head the mill of the forest and 
the babble of the French children mocked and flouted me. 
Assembly blown found me again a part of the twenty-first 
and I hastened by the old black oak to mv rusty shovel. 
Passing my comrades I saw them not and knew them but 
as names. 



OUR INTRODUCTION TO BOX CAR RIDING IN 
FRANCE 

Gear, 3rd lint. Hdqt. 

Tile first experience of every organization of the 
A. E. F. in riding the French box cars was probably very 
similar to ours. I'll recount the initial trip of the Head- 
quarters Detachment of the 3rd Battalion via "Chevaux 
8 — Homines 40". One niglrt in September, we climbed 
into one of the familiar type of French cars at Le Havre 
for a journey to Le Mans. Only thirty-six were assigned 
to this particular car. How four men more could have 
found room is a probli m that was unsolved. The night 
was dark and owing to the limited space all lights were put 
out. One can easily imagine the confusion. There was 
no straw, in fact, nothing at all except a lingering scent 
of the former occupants — horses. Each man had his 
pack, and a number of band men "fell in" with their in- 
struments. The conversation that ensued for the first 
hour or two sounded as follows : 

"Get off my feet, you big stiff. Where in hell do you 
think you're going? This is not a promenade." "Aw, 
shut up! How do you expect a guy to see here?" 
"Where're you, Johnson? I'm walking over someone to 
get to you." "Get that drum out of the way; no wonder 
there's no room." "Some bird is trying to push his feet 
through my face." "Can't you get over a little, Fetz, so 
I can have six inches of space to sit on?" "Don't see how 
I can, Bower, I'm jammed up tight against Murphy now." 
"Hey, for God's sake, get that pack off my head." "Damn 
the Kaiser!" "If you don't get that horn out of my face 
and keep it out, I'll decorate your skinny neck with it; 
and that drum too." "Well, where in the devil am I going 
to put them?" "Hang 'em up." "Where?" "Darnifino, 
any place to get them out of the way." "Who's that 
crawling around? Ashman, eh! No wonder there's no 
room with that fat stiff in her". He ought to have a car 
for himself !" — and more on the same line. 

But at last everyone found a place where he could 
either sit or stand without comfort, and after the train 
started on its way, a tew dozed off, and quiet reigned. 
When daylight came we managed to crawl out of our 
position witli aches and pains, by stepping on some of tin 
other-, but as we became accustomed to the limited space, 
the danger of bloodshed decreased, and when Le Mans was 
reached a happy family atmosphere prevailed. 



(155) 



Headqiuisirteirs C©oipaey 9 1st aedl2ed Battailioes 



April 1, 1919. 

Headquarters Detachment, a personnel of so-called non- 
producers, possess capabilities of a widely extended char- 
acter. The filed service records have no distinct bearing 
on the individual accomplishments and professional abil- 
ities of these men, aside from wielding a pen and pencil 
and manipulating a typewriter. Constant and intimate 
association with the members of this detachment will un- 
failingly impress upon one their rare tact and talent. 
Among countless other vocations and otherwise we claim 
to have enrolled, vaudeville stars, mountain guides, car- 
toonists, typesetters, carnival barkers, jewelers, jail 
wardens, ribbon salesmen, minstrel comedians, piano 
tuners, musicians and cattle fanciers. This khaki clad 
assemblage after diplomatic sorting and assignment, con- 
stitutes our Headquarters Company, which invariably 
produced tlie required result. The Regimental Office force 
was composed mostly of members from our company and 
we offered for their selection, draftsmen, electricians, tele- 
phone operators, mechanical and construction engineers, 
telegraphers, and, last but not least, the ever-ready order- 
lies. During the time in which our other companies were 
dilligently whipping themselves into vigorous physical con- 
dition by way of drilling, calisthentics and adhering sol- 
dierly to the strict rules of discipline, we were busily en- 
gaged by night and day, arranging the office work prior 
to our departure for Sunny France. Consequently, con- 
siderable difficulty and embarrassment was experienced by 
our awkward squads when ordered to roll packs and swing 
into military formation. However, we made favorable 
progress after undergoing a brief period of training and 
immediately before bidding au revoir to Miss Liberty, we, 
as an entire regiment presented a presentable military 
appearance. 

On that memorable twenty-sixth day of December, 
1917, we boarded the good ship President Grant and a few 
hours thereafter we sailed out of the New York Harbor 
into the vast Atlantic Ocean which was then causing our 
Uncle Samuel much concern and uneasiness. Crossing 
this wide expanse of submarine infested water, furnished 
a fourteen day period of unceasing amusement as well as 
an over-abundance of thrill and excitement. Corralled in 
all available sections of this ship we were as comfortable 
as a pair of wet feet. Considerable trouble was exper- 
ienced in the mess room where the continuous rocking of 
the boat had a tendency to either hash our meals or 
transfer them to the floor. Our acquired discipline af- 
forded little assistance in persuading our daily eats to fol- 
low their natural course stomachward, even after the act 
of mastication was thoroughly complied with. As faith- 
fully as we tried to Hooverize on foodstuffs, many of us 
did the jack-knife over the railing, and in a spirit of un- 
weai'ied generosity issued our daily rations to the fishes. 
By so doing we received six meals per diem, three up and 
three down. 

The restrictions enroute, imposed for our personal 
safety, at times proved to be very severe. They limited 
our time on smoking, promenading, and many other diver- 



sions while the use of flashlights was absolutely forbidden. 
We were also obliged to string a death preventor around 
our manly chest and neck although it proved very cumber- 
some and uncomfortable and emitted an odor far removed 
from geraniums. According to instructions, upon the 
sounding of the signal, we would, in orderly haste proceed 
to our assigned post, and should extreme danger neces- 
sitate us to abandon ship the previous mentioned life pre- 
servers with their body sustaining properties would in- 
crease our possibilities of rescue. This signal was re- 
sponded to on frequent occasions, only to discover a float- 
ing raft or a large school of sea monsters. Although we 
came in contact with violent storms and this danger aug- 
mented by the deep sea mysteries, we never were placed 
in imminent peril of surrendering our cargo as a repast 
for the hungry sharks. Accompanying us we had the 30th 
Engineers with their gas and flame, also hard boiled offi- 
cers and guards. While they were on guard duty it was 
purely a game of, Chase the Squirrel. The game opened 
thusly : The first guard would pop the question, "are you 
one of the 21st roughnecks?" A reply in the affirmative 
would start our troubles abrewing. "You can't stand 
there.'' Assured of that we would start over the hatch 
and be halted by another sentinel and with a similar 
phrase, "you can't stand there." Going from hatch to 
main deck our progress was interrupted by the authorative 
shouts from another guard, "you can't go there." Chang- 
ing our intended course only to be caught between the 
hatch and the cabin by an unseen guard who bellows, 
"AVhat are you doing there?" This leaves but one resort, 
the hurricane deck. Seeking this as a refuge we are halted 
by an oversized guard who in rasping tones compels us 
to repair to our bunks by his repeated commands, "you 
can't go there." The entire outlay of over-obedient 
guards were masters of one sentence, "you can't stand 
there." We cannot truthfully testify as to the quality of 
their flames, but the gas they peddled carried dreadful 
qualities. Here the major in command of the 30th Engi- 
neers, through the humorous impulses of our officers fell 
a victim to the very popular sport, the Badger Fight. 
How was the gallant and unsuspecting major to know that 
there was no genuine badger under that box when he had 
the word of our trustworthy Captain Mansfield that the 
game was on the square. How r ever, as the smoke is clear- 
ing away and the sun of peace is gloriously shining over 
devastated France, it is with exceeding pleasure that we 
call attention to the meritorous activities and praise- 
worthy accomplishments of the 30th Engineers at the 
front, w r ho are known as America's first gas and flame 
regiment. We had with us also, a stevedore regiment of 
smoked Irishmen, or to be more explicit, Gentlemen of 
Color. They furnished us with amusement and often 
times separated the boys from their money by indulging 
in that great cube throwing sport, craps. Their maneu- 
vers, impelled by submarine fear was extremely ludicrous. 
The first real sub scare occurred while the boys were oc- 
cupied with their noon meal. The band was playing and 
we, in jovial spirits, were feeding our sea-air appetites 



(157) 



when, BLUEY, went the signal whistle and the entira ship 
resounded with the ringing bells. Band concert was over, 
and for the majority, so was dinner. After our gunners 
took a few pot shots at an object which resembled a sub- 
marine, things resumed their normal state. Our dailv 
programme en route left an indelible impression on the 
minds of all and taught us the possibility of sleeping, 
bathing, holding informal receptions and doing light 
housekeeping on an upper berth. A canned sardine had 
dancing space compared with our congested condition. 

The most pleasing sight of our entire journey, presented 
itself about 8:00 A. M. A dark line appeared in the 
hazy distance seeming to link with a vast dome-shaped ob- 
ject, and we concluded that this must be land. Our cher- 
ished hopes had been realized and from now on the world 
looked brighter. The bright welcoming sun shone on the 
hills of Western France and the city of Brest. We marched 
ashore on the thirteenth of January, 1918. Parading 
through the streets of this seaport town, with the reg- 
imental band at our head amid greeting cheers from the 
citizens, we felt as though our most perilous engagement 
in the world strife was ended. This, indeed, was the old 
world which was new to us. After fourteen days of misery 
at sea, it seemed as if we had dropped on a new planet. 
Seeing people of strange customs, hearing an unfamiliar 
language and reading unfamiliar signs, and imbibing un- 
accustomed refreshments proved to be a novelty to all 
of us. We departed from Brest on the same day for parts 
unknown as at this time all of our questions in regard to 
our destination was answered by, "somewhere in France," 
which was hopelessly indefinite. Signs of information, be- 
ing strangely different caused much inconvenience in at- 
tempting to determine our course and future location. Our 
curiosity was satisfied when we steamed into Nevers, a 
large supply depot and typical French city. We lingered 
here for but a short time. Being granted permission to 
visit the city relieved the monotony of army routine and 
at this camp we battled with the new language and adopted 
many of the French manners and customs. Rubber boots 
were the most popular and necessary articles of clothing 
as Old Sol sure showered us with rain which resulted in 
mud. Upon completing several barrack buildings and 
clothing the boys sufficiently to withstand the inclement 
weather we bid farewell to dear old Nevers and headed for 
another camp, then unknown to us. The quaint old vil- 
lage of Sorcy proved to be our next stopping place, where 
we established a camp and remained for eight long months. 
With no change of weather, we landed in a hole of rain- 
water and mud, also an abundance of vin of various taste 3 
and colors. We proceeded to establish the Headquarters 
Company for the Light Railway System of the Toul Sec- 
tor, or better known to us as the St. Mihiel Front. Now 
we began to realize that we were at war. Here, we were 
issued gas masks and tin derbies, and the gas muzzles as a 
nuisance took the place of the life preserver. Entertain- 
ments were tendered us in a stately manner, Fritz from 
above with us down below. For our initial two months 
at this camp the weather was so detestable that it seemed 
that we were all discouraged from the Colonel on down. 
At this time Master Engineer Miller presented us with 
the company mascot in the form of a semi-domesticated 
coon. Without a dissenting vote we dubbed him PETE 
and he afforded us much amusement with his versatile 
capers. He was always in mischief and had a keen appe- 
tite for rubber boots, campaign hats, wool sox and shav- 
ing brushes. Many characters of note were included in 



our personnel, who about this time commenced coming 
prominently to the limelight. 

Our Top Sergeant Wallace, serious minded and con- 
scientious, was a father to us all. His aspiration in life 
was to cause happiness and instill contentment in the 
hearts of his comrades. By his methods he, without ques- 
tion, succeeded. His lectures and chastisements were ac- 
cepted by every member, not in a spirit of levity, but in 
the manner for which they were intended. We never failed 
to appreciate the paternal interest that the top kicker 
took in his fold. Posed majestically on his soap box 
rostrum he rectified us in flowery and impressive remarks 
He often reminded us that he was no advocate of prohibi- 
tion but that he feared for our too intimate acquaintance 
with the newly presented French Wet Goods. A majority 
of the boys have a military sobriquet attached to their 
person and Sergeant Wallace was no exception. To the 
boys with whom he was most intimately acquainted he was 
known as, "Two Times the Long Way Wallace." We are 
delighted to tell of his promotion to a lieutenantcy and 
now that common nickname is superseded by a snappy 
salute from all. I wish to make mention of another 
prominent character, who is no other than the ex-vaude- 
ville comedian, Alibi Harry Middleton. Sergeant Murphy 
succeeded Wallace as Top Cutter and was commonlv 
known as Outside Murphy. Much to our regret, he 
reigned for a brief period only, entering the officers train- 
ing school and later was awarded the Sam Brown Belt. 
In the role of Infantry Lieutenant he was wounded after 
four weeks activity on the front and removed to a base 
hospital. During our stay at Sorcy, the regimental band 
was reorganized and through their efforts the boys 
maintained a cheerful disposition and whiled away many 
leisure moments attending the semi-weekly band concerts. 
In addition to producing melody our musicians also served 
as ideal kitchen policemen and obliging orderlies. The 
headquarters boys exercised extreme pains in learning to 
salute our Sam Brown Belters in the AVest Point Method 
as introduced by our Colonel E. D. Peek but we ex- 
perienced considerable difficulty in perfecting our salute 
as suggested by Lt. Col. H. J. Slifer. This was more or 
less of an Engineer's highball but executed with the free 
arm only. Our popular comrade Caukins, introduced the 
wearing of pink pajamas as essential to sanitation. In 
a good natured spirit, he enjoyed the constant joshing to 
which this subjected him rather than becoming indignant. 
We decided that pajamas were superfluous baggage and 
insofar as boudoir apparel was concerned we decided to 
remain out of style and took to bed in our usual manner, 
although our steel splintered underclothes took on an 
(). D. hue from nightly contact with our seldomly cleaned 
blankets. Our O. D. blankets served many purposes, viz. 
bed springs, pillows, mattresses, covers and bed sheets. An 
up-to-date bathhouse, constructed and made complete in 
every detail by our Stonewall MaGinn, made it possible 
to keep our exteriors in a fairly sanitary condition, while 
the Chaplain, or sky pilot, did his utmost to cleanse us 
morally by his Sabbatli morning eloquence on various 
texts. We were compelled to register our names after 
taking the weekly bath so that willing or otherwise our 
soap and towel were put into action at least four times 
per month. I hesitate through fear to vouch for the suc- 
cessful results of our Dear Chaplain's efforts. Our Mess 
Sergeant was always distinguished by his beef steak ap- 
petite and his unfailing ability to fill in his belt space. The 
supplv sergeant was known by his immaculate attire and 



(158) 



reserve supply of government issued clothing-. Sergeants 
Steyert and MacLaren are accused of changing uniforms 
weekly and the troublesome laundry question was nothing 
in their young lives. The mess sergeant who regulates 
our stomach capacity is even less popular than the gallant 
bugler. Even against the most vigorous protests, the 
bugler substitutes as an animated alarm clock, and is un- 
doubtedly the cock of the walk. He is the most prominent 
disturber of peace and pleasure. When he toots his horn, 
we rise and shine, dress in reckless haste, and when lie so 
decides we partake of our cup of Java and whatever food 
solids the grease burning cooks deem advisable to impose 
upon our empty stomachs. He is also the factory whistle 
insofar as our days of toil are concerned. His music 
releases us from the daily bondage and the same discord- 
ant strains rushes us to a serpentine line all set to indulge 
in our evening chow. He also chases us to our quarters 
by night and regulates our bed time, whether we feel so 
inclined or not. Not only did we become personally 
acquainted with many citizens of surrounding villages but 
after countless sessions of a sociable nature, extracting 
corks and making many bottles feel lonesomely empty, 
our repeated shouts for replacements perfected us in the 
use of at least one word of our much limited French Vocab- 
ulary, Encore. Shooting corks at Sorcy were reminiscent 
of machine gun fire at Mont Sec, and our nightly attacks 
on Vin Blanc in the Yin Rouge Sector were executed with 
staggering blows in which many fell but few were wounded. 
When we received orders to prepare for our removal to 
Dombasle, a farewell visit was paid to our good French 
friends. Here with a sentimental sob and a kiss of bon 
jour we donned our earthly possessions in the form of a 
pack and departed. Most of the boys were ordered to 
Vraincourt where Fritz made it uncomfortably warm for 
us during the closing days of hostilities. No matter 



whether in storm or calm we managed to pay the boys 
regularly and distribute the much yearned for mail from 
home. Here ruin and desolation detracted considerably 
from our armistice celebration and we all rejoiced in- 
wardly the coming of peace. Now as before, the inter- 
mittent rainfall prevented this section from being bone- 
dry and weather conditions were enough to disgust the 
most patient. 

Again it became necessary to be herded and corralled 
into our sidedoor Pullmans when we moved forward to 
Conflans, a railroad center of much importance. Here 
our post bellum activities brought us much credit and we 
were profusely complimented on our good work. It is well 
to note that at this juncture of our career the well clothed 
supply sergeants met witli first opposition in the way of 
highly polished uniforms. Competition existed but for a 
brief time and died an untimely death. Candy, cigarettes 
and various other commodities were distributed promis- 
cuously and without questions. While stationed at Con- 
flans we fully realized the truth contained in the old 
adage, "Uneasy lies the head that wears a crown." Non- 
Coms were obliterated overnight while others were made 
and remade in rapid fire order. Having been relieved of 
all duties while at Conflans we moved to Labrv where we 



had access to a large and 



spac 



ious drill ground. The 



finishing polish of military training was applied, and still 
we plugged away on the regimental office work and var- 
ious other duties necessary to place us in a position to ac- 
cept sailing orders for our return to God's land, the 
Grand Old U. S. A. We stand all set and hoping for the 
best while our battle cry is no longer, "When do we eat," 
but, "We want to go home." 

H. E. STEYERT, 

Sergt. Hdq. Det., April 1, 1919. 




(159) 





Off/c&esCo.A 






I PAR.T/AiLyComp<t£rai 
Sffof*s 



\<k>jt. 3*2PLATf 



:' ■ 








'(faA.-4&AAr\ 



History of Company A 



Camp Duequesne — was the scene of our first railroad 
construction in France. The day following our arrival 
in January, 1918, we started construction of a standard 
gauge railhead from the Duequesne yard through a thick 
forest in the direction of the proposed aviation fields near 
Romorantin. Several weeks later the 11th Engineers ar- 
rived from the British front and took up quarters in a 
warehouse next door. We were much impressed by the 
stories these veterans told us. When we left for the Ad- 
vance on February 15th some of us thought that we 
had our last good night's sleep in France, since we knew, 
from the experience of the 11th that the German aviators 
would bomb us night and day. Incidentally we had 
acquired quite a number of German souvenirs from them, 
part of which were afterwards, to our discomfort, dis- 
covered to be English and French. Our first camp at the 
front was at Gerard Sas which was one of the camps used 
by the troops in support. The 16th Machine Gun Bat- 
talion was camped there when we arrived. They also had 
souvenirs for sale, but we were then wiser and poorer. 
Here we had a taste, or rather a liberal dose, of the dis- 
comforts of life. The country was a sea of mud, and the 
highways almost impassable. Even the barracks were 
ankle deep in mud and alive with cooties. Here too was 
demonstrated the possibilities of food conservation by the 
two messes a day system. Stew was the favorite "me"" 
at this time. The first few nights we didn't get much 
sleep on account of the heavy firing and numerous gas 
alarms. Before long we began to consider ourselves old 
timers and when a Company of the 23rd moved into our 
camp from the S. 0. S. we took diabolical delight in dis- 
coursing on the horrors of the "front." Still it looked 
very serious to us one night shortly afterwards. Capt. 
McGregor had received notice that a strong German at- 
tack was expected. Just after dark an alarm was spread 
and we received orders to stand by with fixed bayonets. 
The attack never materialized, but we received little sleep 
that night. During this time we were working on light 
railway extension in the Nauginsard wood and on the 
yard at Leonval. Our camp was six miles from the latter 
point and we walked to work there every day through 
heavy mud. There was a good deal of excitement during 
this time by reason of the frequent barrages, aeroplane 
battles and rumors of spies. 

One day just as the men lined up for mess the bugle 
sounded a call that many of us had never heard, and in- 
vestigation disclosed the officers' quarters in flames. It 
had just become dark and the flames and smoke shot high 
into the air, doubtless being visible all over the country. 
We were commanded to scatter, as it was feared the con- 
flagration would draw gun fire from the Germans. 

Lieutenant O'Brien was in the building at the time and, 
in escaping, was badly burned. 

On March 25th we moved from Gerard Sas to the new 
camp at La Reine. 

The great Champagne drive occurred on Easter Sun- 
day, which was afterwards known throughout the sector 
as the "Battle of Boucq." 



On April 5th the Germans, no doubt having learned 
that the 26th, then a new division, had just taken over 
the lines, heavily shelled the sector with H.E. and gas. A 
detachment of Company A men, working on the grade 
near Raulecourt, was caught in shell fire directed at a 
battery that was located nearby. Owing to the fact, no 
doubt, that one of the members of the party was carrying 
a horseshoe, no one was injured, although all were cov- 
ered with mud from head to foot. During the spring and 
on into summer we continued to send out detachments on 
new construction near Noviant Vignet, Dongermain, Bac- 
carat and other points, each with varying experiences. 
On September first the company assembled to prepare for 
the big drives. The first platoon was sent to the Manon- 
ville engineer dump, the two other platoons remaining in 
camp to await the commencement of the attack. Work 
started on both the Bois Chanot and Flirey extension at 
daylight the morning of the drive, and they were con- 
nected up with German steel three days later. A great 
deal of work had to be done on the German line to put 
it in condition to handle our power and equipment. On 
October 8th the first platoon finished up the job and 
turned the track over to the 22nd Engineers and left the 
following day for Sorcv, proceeding from there to Malan- 
court in the Argonne. When approaching their destina- 
tion they were stopped by military police and learned that 
the town was full of gas, so the balance of the trip was 
made with gas masks at the alert. The second and third 
platoons, moving out of the Bois Chanot during the St. 
Mihiel drive, established a new camp at Xivray, formerly 
in the American front line, retaining headquarters there 
until October 7th, when the move to the Argonne was 
made. This move was made by truck, and on account of 
the drivers not being acquainted with the countrv they 
became lost and did not regain their bearings until arriv- 
ing at the town of Cheppy. Malancourt was reached the 
night of October 8th, where they were rejoined by the 
first platoon. For the next few days the company worked 
together, putting the track into condition to handle traffic 
to the end of the track. On the 17th the first platoon 
moved to Mont-Faucon, which had been taken a few days 
previous and which was yet very close to the front line. 
After working there some days they proceeded to Cierges 
with the balance of the company. It had originallv been 
planned to move to Romagne, about six kilometers beyond 
Cierges, but at the time of starting it was found that the 
Germans still held the town. At 9 :00 P. M. on October 
31st a barrage started east of us on the Meuse River, and 
a number of shells dropped on the hillside on which we 
were dug in. At about three o'clock the following morn- 
ing a barrage started directly ahead of us. At four 
o'clock we arose, rolled a light pack and, after eating a 
hot breakfast in the dark, we started for Romagne. As 
we were entering this town the line of advance was just 
going over the hill at a little town called Bauthieville, 
about two kilometers ahead. The buildings in Romagne 
seemed to be hopping around like corn in a hopper, the 



(161) 



walls falling in on all sides of us and clouds of dust arising 
everywhere. Many ambulances were rushing to the rear 
full of killed or wounded; many prisoners passed us on 
the road carrying their dead and wounded. The artil- 
lery fire was intense. The third platoon proceeded along 
the line to the left of Romagne towards St. Georges. Dead 
men and horses covered the ground on all sides. A de- 
tachment of the 16th Engineers were brought up to give 
us assistance. They had no sooner relieved us at that 
place when a large shell exploded among them, killing four 
privates and the lieutenant in command. The first and 
second platoons continued to move forward on the road 
leading to Montigny and Dun sur Meuse. The artillery 
fire was the heaviest we had experienced. Every man 
escaped death by a hairs-breadth a hundred times this 
day, but providence still protected us. The infantry were 
advancing very fast and we found it impossible to keep 
up with them. During the following week we succeeded 



in getting the road into condition for operation to within, 
a short distance of Montigny. The armistice came on the 
11th, but still our work continued, and with the 56th Pio- 
neer Infantry we completed the road to Montigny, that 
part of the road leading to Dun being abandoned. From 
that time on our work consisted of maintaining the line 
and keeping it in condition for the operating dej)artment r 
who were then hauling ammunition in large quantities. 
On November 25th the company packed up and departed 
from Romagne for Audun le Romain to work on the 
standard gauge. Here the various platoons separated, 
the first going to Pierpont, the third to Briey, the second 
remaining at Audun. After our work on the Soixante 
we found the standard gauge very uneventful and 
monotonous. 

In February, 1919, we were relieved by the 3rd and 4th 
Battalions and thus brought to a conclusion our railroad 
work in France. 




(162) 



Hlstoiry of Company IB 
1st Eegle©©ir§ (Coestreetloe) Light Railway 



In organizing at Camp Grant, September, 1917, the 
regimental officers, realizing that the success of the whole 
enterprise rested upon the ability of the construction 
companies, the best of the surplus man-power was assigned 
to Companies A and B. 

The company rapidly forged ahead and under capable 
guidance bade fair to develop into an outfit of more than 
average military ability. The regiment left Camp Grant 
December 16th, arriving at Camp Merritt, N. J., Decem- 
ber 19th. 

Sailing out of Hoboken December 26th we made an un- 
eventful crossing and arrived at Brest, France, Januarv 
10, 1918. 

Debarking Januarv 13th, we were immediately trans- 
ported to Camp Duquesne, Gievres, where we, as a com- 
pany, undertook some of the construction of the vast yard 
planned for that center of activity. From January 1-ith 
until February 26th the construction of a standard gauge 
railway occupied our entire stay at this camp. 

February 28th, 1918, found B company detraining at 
Sorcy Gare, read}' to start upon the first work under its 
own regimental orders. Having completed its unloading 
at the station, orders were received to proceed to Cornie- 
ville, where "billeting"' accommodations were awaiting us. 
They proved to be French billets, whose ground floor 
occupants were chickens, cows, horses and pigs and whose 
owners lived upon the same floor, in the same building. 
The whole journey having been made under miserable 
weather conditions, that still continued up to our arrival 
into the town, anything looked inviting to us. Our bil- 
lets having been assigned the company, with its usual 
briskness, started rapidly to make itself comfortable. 
The company, for one entire week, while waiting orders to 
start upon our construction work, was kept busy cleaning 
up the town. 

Tuesday morning, March 5th, orders were given us 
to proceed with the construction of eight kilometers of 
narrow gauge track between Cornieville and Sorcy, con- 
necting the network of light railways in the area back of 
the trenches to the standard gauge railhead at Sorcy and 
also a spur to the canal at Vertuzey. All of the obstacles 
usually met with in such work, clearing, filling, cutting 
and ditching in all degrees were overcome, and being under- 
taken systematically the work progressed rapidly. At 
this time a spur was also undertaken and completed from 
Camj) B, where the first platoon was in camp, to Mobile 
Hospital 39. 

Having to make the connection of all the tracks at 
Sorcy three platoons were ordered to move there on Mon- 
day, June 17th. 

Cornieville was heavily bombarded on Sunday, June 
16th, and that portion of the company that was ordered 
to move the following day left this day instead. 

The road and yard was turned over to the Trans- 
portation Department on Saturday, June 22nd. This 
work had been done under very unpleasant circumstances, 
for rain was an almost daily factor throughout the entire 
undertaking. 



Having completed our first piece of work to the com- 
filete satisfaction of those in command, we, after a brief 
period of maintaining the road that we had built 
were ordered to undertake the construction of a short 
stretch of track between Broussey and Raulecourt. Under- 
taken well within the enemy's vision and range of fire, the 
work, in connection with Company A of the 21st, was done 
entirely at night and was completed within the space of 
a week. The alarm for the presence of enemy gas was 
sounded three times during the woi-k upon three sepa- 
rate nights. 

From July 5th until August 10th what remained of 
the comj>any, for details were scattered broadcast over 
the network of light railways for maintenance, was en- 
gaged in changing the road from Cornieville to Sorcy from 
French to American twenty-five pound steel, which was 
more able to withstand the traffic than the Decauville or 
French rail. 

Scattered from Cornieville all along the French light 
railway system to well within the neighborhood of Toul 
the details, sent out to maintain, acquitted themselves very 
satisfactorily. Particularly are they to be mentioned 
when it is taken into consideration that it was necessary 
to reside and work in a territory long dominated by the 
German artillery, and where the enemy was doubtless 
aware of the preparations being made for an offensive. 

Those elements of the command left at Sorcy were 
ordered on August 10th to Euville to begin the construc- 
tion of a cut-off, where a spirited competition between the 
third and fourth platoons resulted in great progress in 
the construction. The command after two weeks was 
ordered returned to Sorcy, where the entire company was 
again brought together from all points. 

Under orders calling for great speed a cut-off was 
started and rapidly completed, linking the road from 
Sorcy to a spur entering Pagny. The right of way was 
quickly constructed and the laying of the rails was upon a 
fair way to completion when orders were received remov- 
ing the outfit from Sorcy to Jouy, to build a loop from 
one side of the town to the other around the place, as it 
had been found that American steam locomotives had not 
enough clearance between the rails and the buildings, and, 
too, it was thought that the blocking of the road would be 
prevented in case of enemy bombardment. This work, 
undertaken entirely at night and amid almost continuous 
rain, was completed within ten days. 

Amid a downpour of rain the company was ordered to 
break camjj upon the afternoon of September 11th; en- 
training in pitch darkness, the order to proceed was given 
as the first guns were booming in the commencement of the 
St. Mihiel drive. Wet to the skin, we thoroughlv appre- 
ciated the ride around the arc under the muzzles of guns 
from Jouy to Flirey, where we arrived the morning of 
the drive and immediately started construction of several 
kilometers of roadbed, forming a junction between our 
own and the captured narrow gauge. 

The linking up of the two systems — of the American 
from a point near Flirey and the German at a point about 



(163) 



four kilometers north — called for rapid work, as the ad- 
vance of the combatant troops had been so speedy as to 
make the delivery of supplies a source of anxiety, particu- 
larly drinking water, rations and ammunition. 

The work progressed satisfactorily day and night, 
subjected to minor bombardment by day and visited by 
hordes of enemy planes at night, working over a ground 
that after four years of shelling was pitted in innumerable 
trenches. Cutting and removing barb wire and building 
bulwarks to keep the track up, it was completed in as 
short a time as could be expected. 

Having left a party for the road's maintenance at 
Flirey, the camp was changed to Essey, where the order 
was received to put the track from that point to Montsec 
in operation and to build a spur from the main line into 
the town for the Quartermaster's Department. 

Again subjected to bombardment both b} r day and 
night the work was undertaken and carried to a successful 
finish. 

Having been in this town for four years a large muni- 
tion dump had been established here, and not having suc- 
ceeded in its destruction before they were forced to 
hurriedly depart, the enemy vainly tried his best in accom- 
plishing its destruction by bombardment from a long dis- 
tance. During his daylight attempts the men were called 
upon to do what was required in putting the road, which 
ran through the center of the clump, in safe working order. 
Several times, with shells falling in close proximity, de- 
tachments replaced derailed steamers. Frequently under 
observation from the enemy's balloons detachments at 
work were considered of such importance as to draw the 
Germans' shell fire. Working from this point the former 
German narrow gauge was put into successful operation 
over its various branches, from Flirey to Thiacourt, in- 
cluding a "switchback" from Riley's Junction, where the 
connection was made with the captured enemy road to the 
line out of Essey to Montsec. At this point two of our 
surveyors, Privates J. P. Smith and Oilphant, were cap- 
tured tracing German narrow-gauge lines. 

Friday, October 11th the company left Essey on a 
narrow-gauge train for Sorcy and the following morning, 
Saturday, October 12th, left on trucks for Cheppy and. 
arriving there, we proceeded to construct, repair and 
maintain narrow-gauge trackage, captured from the Ger- 
mans, toward Montfaucon, Charpentry and Aubreville. 

Our camp here was pitched in close proximity to the 
cross roads that were a target for German bombing planes 
and also at the base of a steep hill which afforded shelter 
from shell fire. 

The men went about their assignment with their usual 
good spirit and with the idea of doing their regular good 
work and effecting its rapid completion. Detachments 
were sent in the direction of Montfaucon to construct 
trackage and Charpentry to repair and install a track in a 
munition dump. These parties successfully completed 
their work, while the remainder of the company repaired 



the road in the direction of Aubreville, built a spur into 
the munition dump between Cheppy and Varennes ami put 
the main line between the latter two points into operation. 
Considering the line between Aubreville and Cheppy as al- 
most impossible, a survey had been made to overcome the 
difficulty. For this work a detachment was supplied from 
our company to supervise the work of a pioneer infantry 
company intrusted with its construction and attached to 
our command. Less than three weeks had been needed m 
the completion of all that had been assigned to us in this 
region. 

Two A. M. of November 1st saw us embarked upon 
our work in the last phase of the Argonne offensive. Leav- 
ing Cheppy we passed over the line that we had repaired 
up to Charpentry, from which point we successively passed 
Apremont, Chatel-Cheherry, Cornay, Flevillle and Marcq 
St. Jurian, all of which territory was being heavily bom- 
barded by the retiring enemy. Debarking at Marcq, we 
met with a sad misfortune. The yard at Marcq, under 
observation by the Germans, was being bombarded on our 
arrival and Corporal Walworth was disabled by flying 
shrapnel, and a direct hit made upon our engine caused 
injuries to the engineer (Richie) and fireman (Griffin) 
which later resulted in Richie's death. 

Urgent orders for the prompt repair of the line from 
this place as far as it was possible to carry it, resulted in 
the dispatch of small detachments with instructions to 
repair the road as fast as they blew it out. 

Working under a constant rain of shells, which fre- 
quently caused the working parties to take to cover mo- 
mentarily to escape bursting shells, the road was repaired 
up and into Grand Pre, which had taken the detachments 
beyond the American machine gun line, where they were 
driven from the track by the German machine guns. 

One working party was compelled to dive into a ditch 
as a German shell made a direct hit on their gun stack, 
and completed the repair with nobody injured. 

Steady fighting of the various units could be seen 
throughout the entire day. Having completed our work, 
and after a night of terrific bombardment, the order was 
given the following noon to return to the Cheppy branch 
for the same kind of work. 

Three days later, on November 6th, this company 
moved again to Marcq to maintain track between Cheppy 
and Briquenay. While at this place we received the news 
that the armistice had been signed. 

On Monday, November 25th, the command left Marcq 
by light railway and proceeded to Varennes and from this 
point two days later by trucks through Verdun to Lon- 
guvon, arriving there November 27th, where we were used 
as a transportation unit to maintain standard gauge 
track between Longuyon and Gondrecourt. 

On December 12th the company moved its headquar- 
ters to Spincourt and from there sent out detachments to 
various towns between Longuyon and Fignellmont 
until the road was taken over by the French on Febru- 
ary 15, 1919. 



(165) 



History off Coeipaey C 



Company C was organized on September 19, 1917, 
when a number of recruits were assigned to Barracks 308 
under the temporary command of Lieutenant Smith. A 
few da} r s later Captain Bunker, afterwards transferred to 
311th Engineers, was assigned to that position and was 
relieved however a few days later by Captain Evans. On 
October 2nd the company moved to Barracks 315, and 
it was there that Captain Sheedy, our present commander, 
took charge. At that time the weather was so inclement 
that the company did little drilling and, instead, a great 
deal of the day was taken up with lectures on the duties 
and responsibilities of the soldier. Company C was at 
that time strictly a mechanical unit and those men whose 
abilities did not come up to the mechanical requirements 
were transferred to other companies, including a number 
who went to the 35th Engineers, a shop regiment being 
organized at the same time. 

The company was by that time well organized and 
camp life settled down to the regular routine of drills, 
hikes, lectures, etc. Saturdays and Sundays were largely 
devoted to recreation and sports. A football team was 
organized by "Duke" Reynolds, which was a great source 
of enjoyment. It was about this time that the "Wild 
Flower" Club was in full bloom — 

I'm a little desert flower 
Growing wilder every hour; 
I'm as wild as I can be, 
No one ever pities me. 

On December 11th preparations for immediate de- 
parture overseas were commenced and at 2 :30 P. M., De- 
cemberlGth, the company boarded train for some unknown 
destination. That proved to be Camp Merritt, N. J., 
which was reached about 10:00 A. M., December 19th. It 
was here that Duke Reynolds, the football leader, had the 
misfortune to suffer an accident which confined him to the 
hospital. In stepping from the train at Dumont and en- 
deavoring to cross a track he did not notice an approach- 
ing train which struck him, causing severe injuries. He 
never again joined the company but it is understood that 
he fully recovered from his injuries. 

Christmas dinner was the last real meal enjoyed on 
American soil, having boarded ship the following morn- 
ing for overseas. Arriving at Brest on January 10th, 
1918, the company disembarked at 8:00 A. M. the 13th 
and boarded a train for "Somewhere in France." Our 
first sight of Gercnan prisoners was at Tours. They were, 
of course, objects of great curiosity to us. At Gievres we 
had our first experience with floorless and heatless bar- 
racks. Many members of the company also received their 
first intimate acquaintance with pick and shovels here, 
all on a ration of corned beef and hard tack. 

About the middle of February the organization of the 
company was transformed from an all mechanical to 
seventy-five per cent, operating unit. Twenty-five per cent, 
of our mechanical personnel were retained, the balance be- 
ing transferred to D, E and F companies, receiving in ex- 
change a like percentage of operating men. This qualified 
each company as a complete railway unit in itself with its 



proper quota of maintenance, transportation and 
mechanical men. Late in March steel helmets and gas 
masks were issued and we received our first gas mask drill. 
We left Gievres for the front on March 30th, leaving be- 
hind us many broken hearts among the mademoiselles of 
the village. Sorcy sur Meuse proved to be our destina- 
tion which was reached the afternoon of April 1st. Here 
we received an introduction to the petite chemin de fer, 
which we were to know so well and which had already 
been started by Company D. Quite an extensive cut 
had to be driven through hard rock to connect up the 
line and a part of Company C was assigned to do this 
work. Other detachments were engaged in grading and 
laying steel. This work was finished late in April. The 
machine shop was also equipped and afterwards operated 
by the mechanics of this company. We were also engaged 
in the work of assembling American-made narrow gauge 
cars, our daily average being about eight cars. During 
this time we managed to find time to organize a baseball 
team but not until June 4th did we manage to carry off 
the honors when we defeated Company B after an exciting 
game. 

The month of August was very busy. During the latter 
part of the month many transportation men were taken 
from the company for train service. After the commence- 
ment of the St. Mihiel drive the mechanical men were kept 
busy overhauling captured German equipment which was 
promptly put into service. One of the German gas tract- 
ors was installed in the shop to perform stationary service. 

It was on the night of September 16th that Sergeant 
Reilly lost his life. He and Sergeant Shaughnessy were re- 
turning from a nearby village when an airplane was heard 
approaching. At the time it was thought to be an allied 
plane, but as it drew nearer the pilot shut off the motor, 
volplaning down low over camp, and dropped a bomb, 
stunning Sergeant Shaughnessy and killing Sergeant 
Reilly outright. The departed comrade, who was well 
liked, was laid to rest the following day in the Military 
Cemetery at Vertuzey, Meuse. 

On the evening of October 4th, men of Company C 
captured a German observation balloon. It had broken 
loose from its moorings behind the German lines and came 
floating over the hill above Sorcy barely skimming the 
tree tops. It was soon observed that a long cable was 
dragging on the ground and the men quickly grabbed 
the rope hauling the balloon to the ground. The French 
immediately appeared on the scene and proceeded to take 
charge of our trophy, but Captain Sheedy politely in- 
formed them that he was perfectly capable of handling 
the prisoner. October 5th was another sad day for the 
company, Private Edward F. Rank was killed in a colli- 
sion near Buxieres, his train owing to darkness collided 
with a string of cars on the main line. The following day 
his remains were buried beside Sergeant Reilly at Vertuzey. 
On October 8th we were informed that we were to move 
to the Verdun sector and we started loading our heavy 
mechanical equipment, material and tools on to standard 
gauge cars and the next day detachments left for Dom- 



(166) 




&£at. 




Co. a 




Co C 



unui 









»**^ ,^i»v<^ J^K. 













z^r A/^ss, 



basle en Argonne. The first detachment on the ground 
immediately began making preparations for the entire 
company. Squad tents were put up and in a short time a 
tent village dotted the side of a nearby hill. Daily de- 
tachments left Sorcy bj' trucks and on October 14th the 
last detachment left the village which had been our home 
for some months. Dombasle was another important rail- 
head. There were several routes out of this village and 
all were rendering valuable service. Now that we had be- 
come located, the company was assigned to various de- 
tails. The shops formerly operated entirely by the 
French were now taken over by our mechanics. Traffic 
was increasing daily upon the light railway and Captain 
Sheedy was meeting the issue by furnishing men from his 
ranks as all of the other companies were taxed to the 
uttermost for manpower. Shortly after this we moved 
to barracks less than a mile away on high land on the 



opposite side of the valley. The move was affected with 
but little delay to the work, which was of first considera- 
tion, for the Americans were now in the midst of a most 
deadly task. The roar of heavy artillery never ceased. 
Life was now growing exciting and everyone was doing 
his bit. Rest with the transportation man was getting to 
be at a premium. To come in after thirty or forty hours 
of service and to be called out again within a few hours 
was a common occurrence. Likewise, the mechanical de- 
partment, which was caring for the needs of the 'petite' 
locomotives, were kept busy, and the skilled men who 
manned the various machines and performed the many 
services that require knowledge and experience, were work- 
ing day and night at the duties that were now so import- 
ant. Master Engineer Link acted in the role of Master 
Mechanic, assisted by Sergeants Shaughnessy, Wiley and 
David as shop foremen, and their efforts together with 



(167) 



those of the rank and file kept the motive power in such 
condition that the wheels of transportation never faltered 
mechanically in the most trying hours. November 1st 
the Americans started another big drive in the Argonne. 
At about 4 :30 A. M. a barrage was begun that fairly 
shook the earth. The steady roar of the heavy 
field artillery was interspersed with the belch of naval 
giants which were being moved about on the standard 
gauge and were dropping their enormous missiles of de- 
struction upon important railway junctions far behind 
the German lines. Every man was into the game now 
from the Captain down to the private. Every transporta- 
tion man available was called into service. Even Bugler 
Creekmore had to go out and leave the company without 
reveille or taps. A whistle served for reveille and no one 
overslept. Everyone had to place his shoulder to the 
wheel as we were operating a railway that was rendering 
a most valuable service in the most perilous hours the 
Americans had yet experienced. 

Special mention can not be made of all ; all have under- 
gone a vast amount of experience and peril and every one 
is entitled to share in the accomplishment. 

On many occasions our trainmen hauling ammunition 
for the artillery had been bombed and undergone machine 
gun fire from the Boche planes attracted by the sparks 
from the stacks and the flare of light from fireboxes as 
the firemen toiled with their scoops. 

Probably none however had a closer call than Engineer 
A. B. Brower and fireman Daniel Kearney when a Boche 
airplane dropped an aerial bomb, six feet long and thirteen 
inches in diameter right through the tank of the 787, a 
French standard gauge engine at Vardennos on the night 
of November 2nd. Fortunately the bomb did not explode, 
which undoubtedly saved their lives. 

Probably none of us realized how great had been the 
strain until after the signing of the armistice and the 
giant guns hushed; silenced, we hope, forever. The next 
few days after the armistice were devoted to moving am- 
munition for the advancing army of occupation, and 
cleaning up the line. The details which had heen detached 
soon began to arrive at Dombasle and soon the company 



was all assembled again. Now that the exciting days of 
warfare were over, w r e were able to visit many of the ruins 
at the old front, one of the most interesting sights being 
at Montfaucon, where in 1916, from the steps of the now 
ruined church, the Kaiser had addressed his troops en- 
couraging them to the supreme effort. 

On November 25th we started moving to Longuyon 
traveling by truck through Verdun, Etain and the most 
devastated portion of Eastern France. At Longuyon 
we took charge of the shops, light plant and the round- 
house, as well as furnishing a number of men for train 
and engine service. 

On December 4th we lost our first man in standard 
gauge service. Private Holcomb in endeavoring to get 
off at the forward end of a moving United States engine, 
fell off, and the entire engine passed over him, killing him 
instantly. 

About December 12th, the company started to move to 
Audun le Romain. En route to this place we were un- 
fortunate enough to lose another member of the company. 
Grover Case slipped and fell from one of the cars while 
the train was in motion and received injuries from which 
he died in a short time. A sergeant, in charge of a firing 
squad, escorted the remains to the military cemetery at 
Vertuzey and laid them to rest with the usual military 
honors beside Sergeant Reilly and Private Rank. 

On Christmas we were served with a very good dinner 
and given a few presents in the way of dainties and smok- 
ing material. Such remembrances were appreciated by a 
soldier in a foreign land and were joyously received. The 
next event was New Year's eve, when stealthily a barrel 
of vin rouge rolled itself into our quarters. It was 
captured and when 1918 departed and 1919 arrived there 
was a merry group in Company C. How different from a 
year ago, when in the midst of the Atlantic we were watch- 
ing and wondering what the future had in store. 

On February 13th we loaded bag and baggage into 
United States box cars and departed for headquarters 
where the 1st and 2nd Battalions were being mobilized, 
in what was but a short time ago a German army post 
and hospital. 




(168) 



History ©if Company D 



Camp Grant in September, 1918. We will long re- 
member our arrival at the cold, unheated barracks, fol- 
lowed by the rush for uniforms in our anxiety to get 
started overseas. When we enlisted we were led to believe 
that only a few days were to be spent in the States, then 
we would sail for France. But alas ! morning after morn- 
ing, the weeks lengthening into months, reveille awoke us, 
not to the bloody battlefields of Europe, but to dreary 
days of drilling and hiking. By the latter part of Nov- 
ember we were beginning to present a very creditable mili- 
tary appearance, and — rumors were flying thick and 
fast. Every few days a new date was set for our de- 
parture. Each new rumor had its adherents and opponents 
and a good deal of money changed hands back and forth 
on the strength of their convictions. 

Finally the day came, and wild enthusiasm reigned. 
Truly we felt it was a dark day for the Kaiser. After 
traveling all night and until noon the next day we stopped 
at Detroit and took a hike through the streets of the city, 
where the snow in places was a foot deep. The next stop 
was at St. Thomas, Ontario, and we were given a royal 
welcome by the Canadians. Everyone seemed glad to see 
us, especially the young ladies, who flocked in numbers 
to see the Yankee soldiers. By a popular vote of the 
company, St. Thomas was declared the capital of the 
world. Disappointment was keen when we stopped at 
Camp Merritt. We became reconciled when we found that 
our stay would only be for a few days. Christmas dinner 
was served at Merritt and many of the boys spent the 
day loading barracks bags on our transport at the pier. 
Early the morning of the 26th, we started for the boat 
and arrived in time for dinner. 

Below deck we were chased, to stay until the ship was 
out at sea. About dark off Sand}^ Hook we all swarmed 
upon deck to take a farewell look at the good old U. S. 
A. The first few days passed quietly. Most of our time 
was spent in looking up new places where one was not al- 
lowed to go, and in learning that you were not allowed to 
smoke on deck after dark. Guards were posted at every 
imaginable place on the ship. New Year's day found us 
in the middle of the Atlantic. The band struck up "We're 
going over" and our spirits were of the highest. On the 
morning of January 7th, 1st Lieut. Harry E. Gabriel, 
now captain of our company, while on lookout dutv suf- 
fered a broken leg. This was caused by a large wave 
breaking over the bow and throwing him against the for- 
ward tackle on the deck. Landing by lighter at Brest on 
the 13th, the company boarded train for some supposed 
rest camp in the interior. The place turned out to be 
Camp Duquesne, which during the ensuing two months, 
afforded everything but rest. Probably we would have 
fared better had we arrived a few months later, but at 
that time labor was at a premium and there was a great 
deal of work to be done. All the boys worked hard and 
there was considerable sickness. On January 23rd, 
Private Frank Cochrane contracted meningitis here and 
died after a few hours illness. His death came as a shock 
to the men as he had always been a cheerful and popular 



member of the company. On March 12th, we again en- 
trained and started on our long anticipated journey to 
the front. 

After two nights and three days of travel we arrived at 
Sorcy, and lined up on the station platform where we 
witnessed our first air battle. A German plane had 
crossed the American lines and was being greeted by the 
American "Archies" with a shrapnel barrage. Great 
was our excitement and rejoicing to think that at last 
we were in intimate contact with the Hun. Upon our 
arrival at Sorcy new conditions confronted us. Lights 
were strictly "verboten" as the German planes were in 
the habit of coming over to search for and bomb the 
various camps in the back areas. It soon became appar- 
ent that much work with pick and shovel must be done be- 
fore undertaking our proper task of railroad operation. 
The first shovelful of dirt was thrown early on March 
15th. All during the spring and summer of 1918 we 
worked hard. Most of the work, owing to lack of suitable 
grading and excavating equipment, was done entirely by 
pick and shovel. Company B working out of Cornieville 
connected up with us near the village of Vortuzey and 
this was the day when we finally came into our own. 
Shortly afterwards we started hauling crushed rock from 
the two crushers near Sorcy to various points near the 
front where it was used in road building. On May 31st, 
Company D took over the lines from Cornieville to Naug- 
insard and to Broussey, which, including the Sorcy line, 
were now known as the Sorcy division. On the night of 
June 16th, the enemy made a serious attempt to force us 
to abandon operations in the Nauginsard wood. After 
"lights out" our stations at Fond d'Esse, Neuf Etang, 
Cornieville and especially in the neighborhood of Naugin- 
sard were heavily shelled. At Nauginsard our train 
crews took refuge in the operator's elephant hut. Shells 
ranging in size from 77s to 210s, gas and high explosives, 
were bursting less than a hundred yards away and the 
men lay for four hours in the hut with their masks on ex- 
pecting any moment that a 210 would put an end to them. 
When the bombardment ceased about daylight it was 
found that the track had been blown out in a number of 
places and big trees cut down by shells had fallen across it. 

As the summer wore into autumn the work of hauling 
supplies and ammunition in preparation for the offensive 
became more exacting. A number of crews were assigned 
to the construction department, building new artillery 
spurs, and relaying the Bois Chanot line and extending to 
the edge of the woods back of Rambacourt. Hundreds of 
sections of track, hundreds of tons of ballast were stored 
under camouflage along the various spurs near the rail- 
head in anticipation of the extension across no man's land 
to a conection with German steel. 

Three tractor work trains started hauling rail from 
the piles stored in the Bois Chanot, during the night of 
September 11th and by two A. M. of the 12th steel was 
being laid on the extension, connection with German steel 
being made on September 18th. On September 27th 
Private John P. Vanderdose was instantly killed by the 



(169) 



i'ffiflf 




- Co. P. Kl TC HEN. S 



accidental explosion of a one pound shell. John was a 
faithful and cheerful worker and his death was a grevious 
loss. He was buried with all military honors at Vertuzey 
on September 28th. On October 1st an accident occurred 
near Woinville in which two members of the regiment 
sustained injuries and one lost his life. One of our steamers 
was conveying a string of empties towards Woinville 
about ten P. M. It was a very dark night and no lights 
were displayed owing to enemy planes and shell fire. 
Brakeman Rank, Conductor Hanna and Cook Frank 
Byrnes were riding on the head car, doing what little was 
possible under those condition to avoid accident when their 
train collided with a string of empties which the French 
had out on the main line. The head car upon which the 
crew was riding immediately turned over. Brakeman 
Rank of C Company was pinned under the car and crushed 
to death, Conductor Hanna also fell under the car and 
was badly bruised. Cook Frank Byrnes was thrown clear 
of the first car but the second struck him breaking his arm. 
On the afternoon of October 7th all tractor crews 
were ordered to Montfaucon and on the following day 
two tractors and four crews left Xivray for the new front. 
On October 10th the balance of the personnel of the com- 
pany were loaded into three trains and started on the 
long trip from Sorcy to Esnes. After an exciting trip 
they arrived at Esnes close to the foot of Montfaucon on 
October 12th. Here they immediately took up the work 
of operating trains from Esnes to Montfaucon. Most of 
the track was German, abandoned during our offensive. 
After a few repairs we started hauling ammunition to the 
dump at Montfaucon. The enemy made many attempts 
to destroy the dump. On the night of October 22nd a 
Boche plane dropped a bomb within fifty yards of the 
track and a few feet from the edge of the dump ; earth 
and rocks were showered on a train crew which had just 
arrived and a doughboy was struck on the head by a 
piece of flying shrapnel while in the act of leaping from 
the train to take cover. As November first approached 



bombing and shelling became frequent and air fights were 
witnessed daily. On the night of October 31st the Boche 
played rather a rough Hallo'een stunt on the boys. He 
commenced dropping six-inch shells amongst their tents 
and compelled a hasty retreat to dugouts. On this night 
Engineer Geo. Bulla had hauled a train up to Romagne 
under shell fire until the fire became so hot that the crew 
was forced to abandon the train and take cover. Before 
he could get his mask on Bulla received a bad dose of gas 
and spent many weeks in the hospital, being blind for 
seven days. 

On November 1st the American army resumed its of- 
fensive out of Romagne and a few days later the company 
moved up to this point and commenced hauling shells from 
Montfaucon through Romagne to Landres St. George 
where a new dump had been established. This work con- 
tinued until the glad news was received that war had 
ended. The night of the armistice the boys put on a 
regular old time Fourth of July celebration, German star 
shells, red lights, green lights and barrels of powder being 
contributed to that end. The following month was spent 
in hauling ammunition from the scattered dumps along 
the front to Montigny under conditions that were any- 
thing but cheerful. Rain fell most of the time and cars 
and engines were continually' leaving the track which was 
very soft. We were operating in a country that shortly 
before had been the scene of the last great battle. Bodies 
lay beside the track and in the fields still unburied. Dur- 
ing this period we hauled some 15,000 tons of six-inch and 
75 mm. shells to Montigny and some 2,500 cars of salvaged 
equipment from the surrounding battlefields of Cheppy. 

On December 22nd the company left Romagne for Con- 
flans and arriving there commenced operating standard 
gauge supply trains from there to Audun le Romain and 
Longuyon. After some two months of standard gauge 
operation we received the word that our engineers had 
pulled the last throttle and our trainmen given the last 
"high ball" in the land of the French, and now we are 
drilling daily and expect soon to see the good old U. S. A. 




(171) 



' 













Co. £r 







History ©f Coeipaey E 



December 16, 1917 Company E entrained at Camp 
Grant on the first lap of their long journey which was 
finally to take them by easy stages to the Zone of Ad- 
vance. The journey across the States and over the sea 
was made with the balance of the Regiment, but after dis- 
embarking at Brest, we did not see them again, with the 
single exception of the Headquarters Detachment, for 
about two months. Upon landing from the ship we 
marched up town to a Casual Camp for dinner, being 
greeted by the French soldiers and civilians with loud 
cheers. We also saw our first German prisoners, they 
standing with eyes and mouths wide open in amazement. 
After dinner, we marched to the railroad station and 
boarded our 8-40 Pullmans and after traveling two days 
and nights landed in the city of Nevers. Our train was 
switched over to a building which looked like an American 
freight depot, and after a breakfast of cold beans and 
hardtack, we hiked through the town, where we were 
again cheered by the French, and out into the country 
to a small town called Challeuy. Here we found a few 
barracks into which we proceeded to move with sinking 
hearts for the mud was knee deep both inside and outside, 
and with tree boughs and straw for betiding. Truly we 
were pioneers in those days. Many a one of us who had sat 
in a comfortable office as dispatcher or clerk, or who had 
pulled a throttle on some giant locomotive in the States 
were now being initiated to work with pick, shovel or 
wheelbarrow, and the eats were bad even though the corn 
willie was camouflaged. 

After some six weeks we again packed up and moved 
towards the front, some going to Sorcy and the balance 
to Menil la Tour. Here we could hear the roar of the 
guns and see the star shells at night as they lighted up 
"No Man's Land." Finally, at Menil, we got started on 
light railway operation. The first few days, the French 
were amused at our efforts to operate their dinky engines, 
but as we grew more familiar with them, they ceased 
laughing, as they noticed us increase engine tonnage rat- 
ing more and more. We went to work with a will hauling 
big shells, small arms ammunition, rations and forage, 
and in fact everything that could ride a car. 

Many a doughboy was saved a long hike on a hot 
summer's day when his turn came for a bath back in re- 
serve. We always had our cars spotted up at the front 
long before the German observation balloons were up in 
the morning. Out first casualty was at "Dead Man's 
Curve" near Beaumont, when Engineer Broderick was 
struck by flying shrapnel and severely wounded, while 
handling an ammunition train. 

The battle of Seichesprev in April found us still haul- 
ing supjslies and ammunition, fortunately with no further 
casualties, although many times our crews had to leave 
their engines and seek shelter. 

Late in the summer the 21st took over all narrow 
gauge lines between the Moselle and the Meuse and we 
moved to Belleville, a railhead on the Moselle. 

For weeks before the St. Mihiel drive we had our share 
of hard work, at it day and night getting up big guns to 



new battery positions and hauling ammunition and food. 

There was no 16-hour law here and a day might mean 
30 or 40 continuous hours on duty, and taking a chance 
on getting a bite to eat now and then. 

One hour and thirty minutes before the first gun of 
the drive was fired we had placed the last gun of a great 
number of heavy long range railway guns. That was 
figuring pretty close, but luckily we didn't have any 
engines turn over that time or get any trucks off the 
track. When the barrage started at 1 A. M., September 
12th, we knew what it had cost us to start them going 
and we felt that we had done well. During the drive we 
were called upon to transport tanks from one front to 
another which also was accomplished in record time. 

Early in October we were ordered to pack up and 
move over to the Argonne Forest where smaller railroad 
regiments were unable to handle the work. Our entire 
equipment including all rolling stock, men and supplies 
were handled with our own power and crews. 

Not being familiar with that part of our newly 
acquired territory we tied up for the night near the earlier 
battlefield of Seieheprey. Proceeding on our journey the 
next morning at daybreak we passed Montsec on our right. 
Many of the boys taking advantage of this opportunity 
visited the many dugouts and underground passageways 
back of the old German lines. We had salvaged a German 
Held kitchen at Seieheprey and our cooks prepared a hot 
meal for us that noon. 

On account of the scarcity of water, we stopped at 
dark on the top of a great hill on the edge of a forest. 
This line was parallel with the front, and the Germans 
were attracted by the exhaust of our engines owing to 
bad rail. About the time we had made ourselves comfort- 
able for the night we were given a reception on a large 
scale, consisting of high explosives and gas shells. Our 
train clews were ordered to move around the hill where 
we were out of range. 

At dawn we proceeded on our journey passing over 
the sites of many battlefields. Our trip was without 
further incident until within sight of our new camp when 
operator Hendry was thrown from a water car which 
jumped the track, pinning him between the car and the 
embankment, severing his leg above the ankle. 

We arrived at Cheppy in the midst of the drive. We 
had heard many barrages before but none seemed to com- 
pare with this. The guns were going 2-i hours of the day 
and the earth was in a continuous tremble, while at night 
the sky was full of flashes as far as one could see. 

On account of the constant rainfall the roadbed was 
soft in many places and in many instances causing the 
engines to tip over. The Germans were offering very 
stubborn resistance and many divisions were required to 
maintain the offensive. 

Thousands of tons of rations and ammunition were 
required for the men in the front lines, and our men per- 
formed almost superhuman feats that they might not lack 
the supplies so badly needed. 

Construction always followed the line of advance 



(173) 



which, with the continual lengthening of the line of com- 
munication, required greater and greater efforts to place 
the supplies into the front line. 

During the last drive in the Argonne before the armis- 
tice was signed, one of our crews was sent up to Apre- 
mont with B Company to connect up the German light 
railway with our own. 

The steam engine was in plain sight of the German bat- 
teries and as usual they opened fire. One of the shells 
landed in the gangway of the engine and blew off Engineer 
Ritchie's legs and otherwise injuring him so badly that he 
died soon afterwards. Fireman Griffin was very badly 
injured. The boys of the company bought a marble 
monument to mark his resting place at Sorcy where some 
old French lady has adopted it as a memorial to her own 
son who was killed and lies somewhere in the mud of 
Flanders. 



With almost astonishing suddenness came the signing 
of the armistice. Our men were tired. The demand placed 
upon them was indicated by the strained look in their 
faces, but they were happy in the knowledge they had done 
their work well. 

Over the light railway, via Cheppy and Aubreville, 
came the first train of refugees, a sight to be long re- 
membered. These victims of an awful war had been in 
the hands of the Germans since 1914. They showed all 
the evidence of malnutrition and abuse. 

For a time after the armistice we were engaged in 
"policing up" the battle fields, hauling away all scrap, old 
clothing, ammunition, etc. When we left Cheppy hopes 
were high of an immediate return home, but they were 
blasted when we moved to Longuyon and later to Audun 
le Romain where we were in standard gauge work for sev- 
eral months. 



History ©f Comnipaoy F 



On October 1st a detachment of recruits arrived at 
Camp Grant from Fort Wayne, followed a few days later 
by a detachment from Salt Lake, forming the nucleus 
around which Company F was built. 

Captain Bowles was our first commander, assisted by 
Lieutenants O'Brien, Lewis, Gabriel, Dunn and Sparr. In 
December, Captain Banks came as Commander, bringing 
with him Lieutenants Waterbury and Plimpton from Com- 
pany A, and Lieutenant Helwig from Company C. 

Our first casualty was Sergeant M. E. O'Neal who 
died of pneumonia while on ship in midocean. He was 
buried at sea with military honors. 

In our journey overseas we accompanied the balance 
of the regiment as far as Le Mans, France. From there 
the train took us via Orleans to Dijon. Remaining here 
all night in a German jirison camp, left the next morning, 
jaassing through Chaumont to Villers le Sec. There we 
unloaded and marched three kilometres through the mud 
to Jon Chery (Haute Marne). 

The 15th Engineers were stationed there and after 
giving us a breakfast of oatmeal and milk, started us to 
work around the camp. The following day the Company 
was assigned to railroad construction. The 15th was in 
charge of the work, which consisted of grading for yards 
and warehouses. About the first of March rumors be- 
came rife that we were soon to go to the front. Gas 
masks and steel helmets were issued. Then one night at 
retreat Captain Banks made a speech concluding with 
the words, "We are going to Baccarat, B-A-C- 
C-A-R-A-T." Finally, on April 11th, we broke camp, 
packed up, policed and paraded into Chaumont, to the 
envy and disgust of the 15th. 

We took our places in "40 Honmies, 8 Chevaux" 
wagons and proceeded via Langres, Champigneulles and 
Nancy to Luneville. Lieutenant Plimpton, who had pre- 
ceded us, met us at the Gare, and a hike was made through 
the devastated section of the town, up over the hills to 
peaceful Badmenil, where billets had been provided. We 
stayed there for a week and received our first bayonet 
drill. That looked rather serious and we half believed 



that it was "over the top for us." We moved from Bad- 
menil to the glass factory at Baccarat, and were attached 
for duty to the 117th Engineers. Here our work con- 
sisted of the construction of Soixante railroad towards the 
front. Although the work was often interrupted by air 
battles and planes falling in flames, we succeeded in con- 
structing some railroad. Our military apjuearance, as we 
marehed through the city was the subject of much com- 
ment. The jaunty straw hats, the nifty blue uniforms and 
the general nonchalant and distinguished air of the men 
marked them as being of a different order. Soon we be- 
came a part of the provisional battalion of Light Rail- 
ways and Roads under the command of Major Sheets. 
While it cannot be charged that the change in manage- 
ment was responsible, nevertheless, it was at this time 
that we experienced our first real air raid. The billet 
was struck by a bomb but as the occupants were in the 
"Abri," no casualties resulted. As the raids became more 
regular, permanent quarters were taken up in the "Abri" 
by many. 

Rapid progress was being made on the construction 
of the B. V. D. (Baccarat, Vagueville and Death), as it 
was popularly called. The operation of ration trains 
was started between Baccarat and Azerailles. 

One very popular song at the time was as follows : 

"Working on the B. V. D., we've been working on the B. V. D., 

You can bend our rail with a tenpenny nail, 
Run all our engines on ginger ale. 
When you're working on the B. V. D. between death and 

eternity, 
Half our engines are in the shop, 
The other one runs with a skip and a hop, 
But we'll run the old railroad whether or not. 

Oh! Johnnie, Oh! Johnnie, Oh!" 

Late in the Spring, Major Sheets left us and Lieut. - 
Col. Slifer came over from Sorcy. Captain Banks and 
Lieut. Feehan went to Company D and Captain Nash 
came over as Company Commander. Then came the day 
when we had to leave Baccarat. Many were the sad 
partings. 



(174) 



Good judgment was used by our new skipper in not 
paying us before leaving Baccarat, and we departed in our 
"side door Pullmans" without much aboard besides our 
issue equipment. Arriving at Sorcy, we admired the 
barren hillsides, looked with disdain at the barracks and 
started the now famous saying, "Now, when we were at 
Baccarat, etc." 

Started working on roads and warehouses. Bombing 
during the day time showed to good effect the front line 
training we had received at Baccarat, and cigarettes were 
rolled and lighted with nonchalant abandon, while machine 
guns sputtered, bombs bursted and the "Archies" roared. 
About the first of August we moved to Menil la Tour, re- 
lieving Company E. Railroading on the Soixante then 
began in earnest. Derailments and engine failures were of 
daily occurrence and sleep was at a premium. Prepara- 
tions for the drive continued, ammunition and supplies 
steadily moved towards the front. Soon after arriving at 
Menil la Tour, we lost Captain Jimmie Nash, relieved by 
Captain Mansfield, from Company E. 

Then came the drive. Company F pulled the first train 
across "no man's land," Lieutenants Plimpton and Feehan 
with a detachment going to Thiaucourt. The Germans 
made that place too hot for them and they moved back to 
Navajo. 

On September 26th, while repairing track near Thiau- 
court, Lieut. Plimpton was killed by enemy shellfire. A 



capable leader, a real man, a friend, and his going left 
us sad, though proud of having known such a man. 

Work still continued, our advancing armies had to be 
fed. The movement of "flying circuses" or mobile bat- 
teries caused us much trouble, derailments were frequent. 
We were relieved by the 12th Engineers and early in Octo- 
ber followed the First Army into the Argonne. 

Arriving at Varennes, we took possession of an aban- 
doned picket line and salvage dump, pitching pup tents, 
went into camp. Moved a few days later to River depot. 
Dugout parties were very popular here, owing to the 
shells and bombs. Newspapers were distributed to us 
once in a while via aeroplane and we soon learned to watch 
for our newsboy. Lieuts. Feehan and Clune took a de- 
tachment up to Champ Mahout to coordinate with the 
317th Engineers on the Les Islettes line, hauling rations 
first to Apremont and then to Chatel Cheherry for the 
■12nd and 77th Divisions, old friends of ours, among them 
our Y. M. C. A. girl from Baccarat. Ration dumps later 
were established at Grand Pre, Senuc-Termes — and finally 
to Briquany and Buzanzy. Soon after the armistice we 
moved back to Dombasle and went into camp, two days 
later moving by trucks to Conflans. Here was given us an 
initiation into normal gauge operation. This work was 
completed in some two months and then we moved to 
Labry barracks for a few weeks of drill while waiting for 
sailing orders, back to the land of automatic couplers. 




(176) 



History of Headquarters Detadhnmeinit 
3rd Battolioe 9 2 1st Ee^aeeers 



ACT I— SCENE I 

The "Powers that be" in Military circles decided to 
organize another battalion of the 21st Engineers and as- 
sembled the men at Fort Benjamin Harrison, Indiana. 

After a few days of hurry and hard work they finally 
got the entire outfit doing "squads right" and "wrong," 
mostly the latter. 

A little of this drilling goes a long way to the average 



, 


K fe | 


■r '~ v 1 • - Rust 


1 








^ ^w- 




rr. 








__ 


1 Ml 

m * 

(Mb 

HBP* 




T ^ <m» u 


1 






€* J*:*l 




*• %?* 





Third Battalion Headquarters 

soldier, so when a call was made for all those looking for 
something easy to report at headquarters, there was a 
mad rush by those who were able, and after due delibera- 
tion on the part of the ones in whom was vested the power 
to choose, the brightest constellation of stars was chosen, 
and thus the Headquarters' Detachment of the 3rd Bat- 
talion, 21st Engineers came into existence. 

SCENE II 

Alas how soon the awakening came. Each and every 
man soon found out that the offer of something soft was 
three-fourths camouflage and the other fourth fake. 
Everyone was put on an eight-hour shift, eight hours be- 
fore lunch and eight after. The busy bee didn't have a 
thing on this crowd when it came to work. But the boys 
realized that the war could not last forever and the sooner 
the work was done the quicker they would get to France. 
The result was that on several occasions they even worked 
all night. 

All our efforts were crowned with success and on Aug- 
ust 20th, 1918, the Third Battalion mounted chair cars 
and started for parts unknown. On the 22nd we ar- 
rived at Camp Merritt. 

SCENE III 

Once more all was hurry, work and excitement. The 
only difference being that of laboring twenty-four hours 
a day instead of sixteen. When we were issued our over- 



seas equipment and taught how to roll a full pack we 
began to realize that the outfit was actually enroute to 
France. Some of the boys were lucky enough to receive 
twenty-four hour passes to New York City. They were 
all back on time and, strange as it may seem, sober upon 
arriving at Camp. On August 31st, bright and early, 
everyone fell out under full pack and the famous march 
to the sea, or river was started. 

It looked as if we were trying to catch the last boat 
or else the man leading and setting the pace must have 
been riding a bicycle, because that hike would have made 
a bunch of Marathon runners look like the awkward squad 
doing "parade rest." 

However when there is a beginning there must also 
be an end, and this hike ended at Alpine Landing on the 
Hudson, and none too soon, for while no men dropped out, 
that crowd dropped a few remarks that would have made 
one think something was due to drop, so let us drop the 
subject. 

ACT II— SCENE I 

The men were all loaded on board a ferry, or perhaps 
the word "packed" would be better. At any rate, sar- 
dines in a can would have room enough to play a game of 
tag in comparison to the space we had on that ferry boat. 

However they got us all across the river and on board 
the British freighter Belgic without any serious accidents. 
We are told that the Belgic was the largest freighter 
afloat, and have no room to doubt their word. In fact, 
some didn't have room enough to doubt anything. 

SCENE II 

Mess was next on the programme and believe us it 
was some mess and a very unusual scene too. It was no 
doubt a test to find out if the men were all in good phys- 




Narrow Gauge and Road Crossing at Delaloule 

ical condition, and their digestive organs equal to the 
strain to which they were being subjected. 

It was the meals that made us appreciate the size of 
the Belgic. The distance being so great from the kitchen 
to the mess hall that as soon as one meal was finished we 



(177) 



had to line up for the next one. Mother's cooking was 
beginning to be appreciated more and more. 

The next day, September 1st, at 4 P. M., we sailed 
from the harbor and from the time the ship started until 
it landed the Belgic was kept in the center of the convoy, 
thus proving our statement of the importance of this 
outfit of ours as we were given all protection possible. 

SCENE III 

On the high seas ! The boys can't yet understand why 
they are always spoken of as high seas, because they were 
not nearly so high as some of the hills they had to climb 
to get to the ship. 

About the second day out some of the men began to 
show us how tender hearted they were and how utterly 
imposible it was to allow the starving fish to suffer the 
pangs of hunger any longer, so they immediately pro- 
ceeded to feed them and we will have to admit that these 
fish were the best fed members of the finny tribe in the 
seven seas. 

About this time the majority of the headquarters de- 
tachment decided to change their boarding place and suc- 
ceeded in bribing the stewards to put out some real feed, 
and while they were supposed to eat it on the quiet, they 
all were so glad to get it that the eating lacked a whole 
lot of being a quiet operation. 

We had several submarine scares, but if there were 
any around they were wild ones and afraid to come up for 
inspection. The fact that having to sleep and eat in our 
life belts was very reassuring and we became so attached 
to them and they to us that it was quite an effort to sep- 
arate from them when the time came to discard them. 

On the 13th of September the convoy of 13 ships, 
after 13 days' voyage, and the Third Battalion with 13 
officers reached Liverpool, England, and, yes, it was also 
Friday as well as the 13th of the month. This was good 
dope for the crepe-hangers and joy-killers to work on, 
but the only unlucky thing that could be figured out was 
that it was tough for the Germans. 

Thus the much-talked-of ocean voyage was completed 
and everybody was impatient to get out on terra firma 
once more. 

ACT 111— SCENE I 

On land once more. We cannot truthfully say dry 
land, as it would be hard to make any of the members of 




Iron Mine Near Jarny 

the A. E. F. believe there is such a thing as dry land in 
these "furrin" countries. 

We paraded through the streets of Liverpool and out 
several miles to an English Rest Camp, called Knotty Ash. 
Stayed here one day, and were then loaded on one of those 



toy trains that inhabit England and taken to South- 
ampton, from which place we were marched to another 
Rest camp. That night upon arrival at the port, and the 
following afternoon we went on board the S. S. Yale and 
sailed across the English Channel to Le Havre, France. 

There we stayed at a rest camp and about this time 
the definition of that well-known phrase "Rest Camp" be- 
gan to be impressed upon our minds. 

It is a place or rather a mud hole situated several 
miles out of a city over many hills and dales where troops 
are allowed to linger around in the slime and mud and wait 
for the ships and trains to "rest" until the journey can 
be completed. 

It was here ihat one of the members of our detachment 





**P 




B^Usfei 




*•<* u| 


* ■£& fL 





Ass and Others 

fell off the water wagon for the first time, and after get- 
ting on the outside of several kegs of English beer, chal- 
lenged the 68th Engineers, either collectively or individ- 
ually, to come out and get manhandled. One of them 
argued the matter over, but finally decided to save his 
fighting until it would be appreciated, and retreated to his 
tent. 

Our next move was to Le Mans, and it was en route to 
this place that we were first initiated and introduced to 
the frog side door Pullmans, bearing the now famous 40 
homines ou 8 chevaux. 

After battling with these about 24 hours, we stopped 
at Le Mans and were conducted on foot, of course, several 
kilometers to a newly established American camp, and 
told to put up our pup tents and reside there until further 
notice. 

The mystery of the gas mask was cleared up, and after 
three days of practice we were pronounced proficient. 

After a week at Le Mans we were again taken down 
and introduced to another string of box cars, ordered to 
board the same and proceed with the journey. On this 
trip it was demonstrated to us how easy it is to live two 
days on one day's rations of hard tack and corn willie. 

SCENE II 

After two days' joy ride, we arrived at Gondrccourt 
and hiked to Abainville. Here all precedents were broken 
and our packs were hauled out to camp. This almost 
made marching a pleasure — almost. 

The first week the detachment was quartered in bar- 
racks newly erected, and had access to the first shower 
bath since leaving Camp Merritt. 

Then just as they were getting settled the order came 
to move down on the narrow gauge into box cars and here 



(178) 



took up our abode, having to walk about a mile to meals. 
Each man was assured of an appetite. 

During the stay at Abainville, two rival newspapers 
started publication. The "Cootie Bulletin*' and the 
"Latrine Eczema," the latter broke forth occasionally, 
and the former was a weekly edition. 

While neither one ever had the circulation of the 
"Stars and Stripes," the news was concise and to the 
point and seemed to be enjoyed by all the subscribers. 

Orders came and we left Abainville. 

SCENE III 

On board the narrow gauge en route to some place. 

While below Verdun the Fritzies thought they were 
about to be attacked by this doughty crew, and decided 
that their only escape was to sign something, so they did, 
signing the armistice, and this was, in the language of the 
Frog, "La Guerre finis." 

But while "La Guerre" was finished the work was not, 
so we were taken out west of Verdun and told to decorate 
the hillsides with our pup tents, and rebuild the railroad 
between Verdun and Etain. 

It took two weeks to finish this work and on Thanks- 
giving Day the outfit moved to Conflans, which is about 
twenty miles northwest of Metz. After locating in our 
new home the boys decided they needed some better furni- 
ture, and as there was a German hospital near, went out 
and salvaged a piano, beds, chairs, tables, and, in order 
that they might look like real soldiers, also took 12 large 
mirrors, so the}' could see for themselves whether or not 
they were dressed properly and would not have to take 
some officer's word for it. 

After living in peace here for about three months, the 
outfit moved across the river to Labry and once more dis- 
covered that they were in the U. S. Army. 

Formal guard mount is getting to be a common sight 
and it is authentically rumored that most of us will have 
a rifle to carry and keep clean. 

As the Sergeants cannot be trusted with a rifle and as 



the mechanism is somewhat too complicated for their shal- 
low minds, they will be armed with Carrie Nation's favor- 
ite implement of warfare, the hatchet. 

Although it is an awful place to leave a bunch like this, 
there seems to be no other way out of it, so we will bring 




Jeanne d'Arr, at Mars la Tour 

this narrative to a close with the members of headquarters 
Third Battalion, 21st Engineers in Labry, France, wait- 
ing and waiting until those elusive orders arrive telling 
them to grab an armful of box cars and hie towards the 
good old U. S. A. 




(179) 



History of Coinmpaey G 9 3ird Battalion^ 2 1st Eegie©©r§ 



Company G, a part of the 3rd Battalion, 21st Regi- 
ment of Engineers, had its beginning at Fort Benjamin 
Harrison, July 19, 1918, and was organized as a shop 
unit for light railways, the personnel being made up of 
skilled mechanics familiar with general round house and 
gas engine work. After completion of the enlisted per- 
sonnel, instructions in infantry drill and manual of arms 
began under the supervision of Lt. J. A. Wheatley. The 
company soon attained a high standard on the field and 
rifle range. 

August 12th, 1st Lieut. Vahe was assigned to the com- 
pany, followed August 15th by Capt. E. L. Messier, who 
relieved Lieut. Wheatley as commander. On the 19th 2nd 
Lieuts. Johnson and Maylock were assigned, completing 
the personnel of the commissioned men. 

August 20th Company G, with other units of the 3rd 
Battalion entrained for Camp Merritt, New Jersey, where 
final preparations were made before sailing overseas. 
During the stay at Merritt the company received new 
O. D. clothing with other necessary equipment, and after 
numerous inspections was pronounced ready for France. 

Orders came and on the morning of August 21st, Co. G 
with the battalion hiked down the long winding trail to 
Alpine Landing and were ferried down the river to the 
S. S. Belgic No. 40.5, upon which they embarked, sailing 
from New York Harbor Sept. 1st. 

While on the high seas, Private Rivizzio was success 
fully operated upon for appendicitis, but when the com- 
pany landed at Liverpool he was in such a weak condition 
it was necessary to transfer him to a hospital. 

After a short stay at an American rest camp the com- 
pany entrained for Southampton, where it embarked on 
the S. S. Yale, arriving at Le Havre, France, Sept. 16th. 

Another hike and rest camp followed debarkation and 
the next evening the company boarded a troop train for 
Le Mans, at which place a week was spent in resting and 
gas training. 



Sept. 26th the company entrained for Gondrecourt, 
arriving there on the 27th, and next day marched to the 
Light Railway shops at Abainville, where the men were 
quartered in real American barracks and soon made them- 
selves at home. 

During the following week the entire company was 
detailed for duty in the yards, grading and laying narrow 
gauge track. Pick and shovel work has its good features 
as well as drawbacks, but the one thing is certain is that it 
taught the men how to parade rest more perfectly than 
months of hard training on the drill field. The men not 
being acclimated to weather conditions, caused consider- 
able sickness, which retarded work in the field. One death 
occurred. John A. Fox succumbed October 8th and was 
buried at Gondrecourt. 

Outside work continued until Nov. 4th, when the com- 
pany was placed in the shops for duty. This was a happy 
moment for the men, as it gave them an opportunity to 
display to the officers in charge just what their qualifica- 
tions were, and the kind of work for which they were best 
fitted. Without doubt the fine efficiency in the shops and 
quality of the work turned out by the Central shops was 
in part due to Company G. 

Until the armistice was signed the volume of work in 
the shops was so large it was necessary for the men to 
work night and day, assembling cars and engines, sending 
them out to facilitate the hauling of supplies and ammuni- 
tion to the front. 

Company G is proud of the record it has established 
in the shops and the work turned out by the men will 
always be remembered. Having few opportunities to 
achieve fame or make history, the company has handled 
the work allotted it with the greatest efficiency possible 
and takes greatest satisfaction in knowing that the job 
has been well done. 



(181) 




Co.H-3* p Pl/7tJ 



History of Company H 9 3rd Battalions, 2 1st Eegie<e©ir§ 



Company H of the 3rd Battalion, 21st Engineers, was 
formed at Fort Benjamin Harrison, Ind., July 19, 1918, 
from detachments of men experienced in railroad opera- 
tion. Intensive infantry drill followed completion of the 
enlisted personnel; the men receiving instructions in the 
various formations and rifle practice. 

The company left the Fort for overseas duty August 
20th, with Capt. Herron, commanding. Arriving at Camp 
Merritt, New Jersey, a week was spent in final prepara- 
tion, and on the morning of August 31st the men hiked to 
Alpine Landing, where a ferry was boarded bound for a 
New York City pier. The trip down the river proved 
interesting to those who had never seen the Hudson Pali- 



sades, and about 1 o'clock the company landed at New 
York and immediately went aboard the S. S. Belgic bound 
for England. 

September 1st found the Belgic with Company H on 
board steaming out of the harbor and the long ocean 
voyage started for "Over There." 

Landing at Liverpool, England, September 13th, a 
day was spent in resting and the company then entrained 
for Southampton, embarking for France on the S. S. 
Yale. The following morning found the company at Le 
Havre, and after much excitement and hurry the men 
were marched out to a rest camp. After a short stay 
spent in cleaning up and resting, Company H left for Le 



(182) 



Mans, where gas masks were issued and the men instructed 
in the use of same. 

September 26th the outfit was on the way to Gondre- 
court. Upon arrival they marched out to the Engineers' 
camp at Abainville, where all the men were detailed for 
pick and shovel work. 

The first casual occurred October 10th, Nathan L. 
Bagley dying from pneumonia in the hospital. He was 
buried with military honors in the cemetery at Gondre- 
court. 

October 4, 1918, Company H was ordered to proceed 
by narrow gauge to Hatton Chatel, for duty in a stone 
quarry. Accordingly the company left Abainville at 9 
o'clock P. M. in four train sections, made up of gondolas 
and flat cars. It rained all night, which made the journey 
a miserable one, the open cars affording no protection 
from the weather. A pilot was picked up at Sorcy about 
midnight, and daylight found the company passing 
through the Mont Sec region. Another pilot was picked 
up at Woinville about noon, who conducted the company 
into Vignuelles. Here the troops detrained, marching up 
a steep hill to the stone quarry at Hattonchatel, the train 
going up with convoy later. 

The enemy began shelling Vignuelles just as the men 
left that place, and it was at this time the company's first 
casualty occurred, Harry A. Straup, whom the exposure 
of the preceding twenty-four hours had rendered ill, dying 
of shell shock after being removed to a hospital. Upon 
reaching the stone quarry camp was made, shelter tents 
being used for the purpose. Tents later gave way to huts 
and barracks, material for which was salvaged from Ger- 
man structures in the nearby villages, and soon the men 
were well housed and comfortable. Among other articles 
salvaged was a complete enemy kitchen outfit, which 
proved to be a useful acquisition. Rations were not plenti- 
ful, but w T ere supplemented by going into the German gar- 
dens at night and getting cabbage, turnips, etc. 

This quarry before the war had been operated by the 
French, after the occupation by the Germans, and now 
was to be worked by Americans, the product to be used in 
ballasting light railway lines to Verdun, Companv H 
being sent there to work this quarry and operate a section 
of the light railroads in delivering the ballast out on the 
line. While here several of the men developed flu, and 
were evacuated to the nearest hospital, where Corp. 
Charles H. Duffy and P. Lorenzo Hardwedge succumbed 
October 15th, the other men returning to the company 
later. 



The company supplied its own track and engine crews 
and started operation under conditions that were unpleas- 
ant and difficult. Track maintenance crews were also a 
necessity, as the enemy frequently shot out track during 
the night. 

November 3rd Company H was ordered back to Mau- 
vages, as the work was completed at the quarry. This 
journey was accomplished by a thirty-six hour trip via 
narrow gauge. At Mauvages, only a short distance from 
Abainville, the company engaged in miscellaneous labor, 
the practice of furnishing the men by details being similar 
to that carried on at the latter place. Orders came and 
the company left Mauvages November 9th with Com- 
pany I, Headquarters and Medical detachments of the 3rd 
Battalion. Travel was via narrow gauge and the destina- 
tion proved to be in the vicinity of Fort De Tavannes, 
east of Verdun. 

While stationed at this place an accident happened 
which is worthy of record here. Company H was in camp 
in the open on the road from Verdun to Fort De Ta- 
vannes. The weather was cold, several degrees below 
freezing, although it was only the 13th of November; the 
men had no other shelter than their "pup tents," and had 
built fires about which they were gathered in groups of 
ten or twelve. After breakfast on the morning in question, 
there was a terrific explosion in a fire around which twelve 
men were sitting. All twelve, frightfully injured, were 
given first aid by the Medical Officers of the Battalion and 
rushed away to the nearest hospital. One man returned 
to the company some weeks later, Robert E. McNamara 
died in the hospital, and the remainder are in casual camps 
or have been sent home. The fire, built in an old shell hole, 
from which the men had removed one "dud" and thought 
safe, had evidently ignited another unexploded shell, which 
must have been buried in the bottom of the hole. 

The company then went to Abaucourt, where it re- 
mained repairing standard gauge track until November 
28th, then in company with the Headquarters Detachment 
and Company I, proceeded to Conflans, and was assigned 
for duty on the standard gauge railroad with the 1st and 
2nd Battalions of the 21st Regiment Engineers. Finally 
the men were moved to Labry and, being relieved of all 
railroad work, were started drilling and getting ready to 
leave for America. 

The company left Labry with the regiment, and while 
stationed in the Le Mans area, Sergt. Albert B. Wheaton 
died April 2nd. 



(183) 




Co.I-5«- d Plat 



Co I- 4% Pun 



History ©f Company I 9 2 1st Eegae©©ir§ 



During the late summer of 1918 many engineering 
troops were leaving Fort Benjamin Harrison, Ind., for 
ports of embarkation. August 22nd saw Company I 
depart with the Third Battalion, 21st Regiment Engi- 
neers, en route to the Atlantic seaboard. 

Arrving at the embarkation center at Camp Merritt, 
the company occupied barracks for about a week, and 
were outfitted with overseas clothing and other equip-' 
ment. All preparations were completed August 31st, 
and the company marched to Alpine Landing on the Hud- 
son, and were transferred by ferry to Pier No. 58 on the 
North River. The Red Cross distributed cigarettes, ice 



cream, and safe arrival overseas cards. Later the com- 
pany boarded the H. M. S. Belgic, which remained docked 
until Sunday morning, September 1st, when the ship, 
making up a convoy of thirteen, set sail for France. 

Following the course due north along the coast for 
three days, the weather grew damp and foggy. This did 
not tend to improve conditions. Congestion caused by the 
large number of troops, the quality of food considerably 
below army par, together with these few days of rough 
weather, all assisted in maintaining the maximum amount 
of seasickness. After thirteen days endured as steerage 
passengers, the transport dropped anchor in the Harbor 



(184) 



of Liverpool, England, on September 13th. The company 
was still intact, greatly due to the splendid physical condi- 
tion of the men. 

The people of Liverpool received them cordially, but 
otherwise England did not present any favorable impres- 
sion; the climatic conditions being quite adverse, as it 
rained all of the time while there. 

Marching from the docks through the streets of Liv- 
erpool to Knotty Ash Rest Camp, the company remained 
that night under the shelter of tents, leaving this camp 
the next day. The men were marched to the railway sta- 
tion and entrained for Southampton, at which place they 
arrived at midnight. The men were quickly unloaded and 
marched five miles to another rest camp ; finding the same 
type of accommodations already experienced at Knotty 
Ash. The men rested as best they could in these quarters 
without unrolling packs, and the following afternon re- 
turned to the docks, going on board the S. S. Yale, which 
left shortly for France. Seven hours on this speedy little 
boat brought them to the Harbor of Le Havre, and the 
French town Mairie gave them a royal welcome in the 
town's behalf. The men were then marched to a rest camp, 
where another night was passed. 

The evening of September 17th they had returned from 
the rest camp and were on board the train leaving for Le 
Mans, France. During the seven days' stay at this camp 
in pup tents, they received gas training and were equipped 
with gas masks and helmets before being sent to the ad- 
vanced section. They bade farewell to Le Mans about 
sunrise of September 26th, and after forty-five hours on 
the train, arrived at Gondrecourt about 9:30 P. M. Sep- 
tember 27th, remaining on the cars until daylight. Aban- 
doning the train, they marched from Gondrecourt to a 
camp near Abainville, where a round house and various 
other buildings of the narrow gauge railhead were located. 
Here they were sheltered in barracks for the first time, and 
it was with satisfaction that they could settle down into a 
more comfortable place after so much traveling. 

Instead of being assigned to duties on the narrow 
gauge operating staff, which was their sole desire, fifty 
men were given picks and shovels for street grading; a day 
and night detail of fifty men each were detailed for trans- 
ferring material from narrow gauge cars and track main- 
tenance. 

On trips to the front with trains of ammunition and 
supplies some of the crews experienced actual warfare, 
having to repair blowed out track ahead of them, both 



going up and returning. Sometimes it was necessary to 
move the trains under the observation of the enemy by 
day, as it was unsafe to go at night, due to the condition 
of the track. Fortunately there were no men killed or 
wounded by these hazardous undertakings. On November 
9th, (Jomj}any I moved via narrow gauge with Company H 
to the west portal of the railroad tunnel east of Verdun. 
To reach this place the route led around Mont Sec, over 
numerous trenches, through forests, barbed wire entangle- 
ments and fields of shell holes, and finally reaching their 
destination not a great distance from "Dead Man's Hill." 

Pup tents were stretched on one of the highest points 
in this neighborhood and beds were prepared on the cold 
ground, where the coldest weather yet experienced was 
endured for the next two weeks. 

Here the company was assigned to standard gauge 
railroad work and operated a train through the tunnel 
Travannes eastward into Etain, Conflans and Metz. To 
Company I belongs the credit of taking the first train from 
there into Metz. 

Due respect must here be paid to two men who were 
lost from the company by disease. Private Chas. F. Roe 
was sent to Camp Hospital No. 1 at Gondrecourt, France, 
on October 12, 1918, and died of broncho-pneumonia at 
12:45 P. M. October 29th. Burial was made at Gondre- 
court Hospital Burial Ground. 

Private Adolphus B. Curtiss was sent to Evacuation 
Hospital No. 8, G. H. Q., A. E. F., No. Ill, November 30, 
1918, and died of tuberculosis January 21, 1919. Burial 
was made at Toul on January 22, 1919. 

Thanksgiving Day, Company I was ordered to Lon- 
guyon, Meurthe-et-Moselle. Dinner, supper and breakfast 
were had on the train, arriving at Longuyon before noon 
of the following day. At this place the company was 
attached to Company E for duty. 

Moving to Audun-le-Roman on December 13th, they 
were assigned to operating trains, station and round- 
house. Of the 235 men left in the company, 213 were used 
in connection with railroad work on a 12-hour daily shift. 

About February 20th all other companies of the regi- 
ment were relieved of railroad duties, Company I being 
left to operate their assigned division. When the regiment 
left Conflans for the embarkation center at Le Mans, the 
company was prepared to entrain on short notice, and 
when the order came they turned their duties over to the 
63rd Engineers, and left Audun March 22, 1919, on an 
American special train. 




(185) 



History of Fomrtlh Battalion! H©adqearteir§ 9 Detadtaimeimt 



At first the headquarters of the Third and Fourth 
were mixed up like a lot of cooties and fleas on a soldier. 
About August 20th the Third was weeded out and sent 
awaj, and we got down to business. Of course, the Bat- 
talion would be out of luck trying to go anywhere without 
its headquarters, so when a gust of orders blew them out 
of camp, we went along even though the passenger lists 
and supply records were not completed. We had space in 
a first-class standard Pullman and splendid beds or bunks, 
but a "buck" in the army would call a bed in "Queen 
Anne's Chamber" a bunk. 

Some of our gang were of the thirsty variety and hailed 
from Tulsa, Oklahoma, a good place to pick material for 
soldiers. Said Tulsan slipped the porter a couple of 
"ducats" to smuggle in a quart, which he did not, confis- 
cating the funds. This started a riot and a subsequent 
hearing before the C. 0. After all evidence was in, the 
matter was dropped and the coon made a hasty exit. 
Meanwhile we were speeding on to Camp Merritt, arriving 
there Septemberi:st about sunrise. We fell in and did the 
forward ho to the camp, where they must have had the 
points of the compass camouflaged, as no one seemed to 
know one direction from two. Needless to say, we stood in 
line for an hour or so, after which we received gruff orders 
to set up an office in one of the shacks and "Make it 
snappy." And that office ! The very mention of it spells 
work to all who came within sight or hearing (G. O. 2). 
Due to some marvelous accident, all records were com- 
pleted in time tc get sailing orders and board the pre- 
scribed boat. Boarding the boat sounds simple, but wait 
— remember it was a dark night and the heights of those 
palisades ! We must have ascended several thousand feet, 
and none of us could think of any mountain lakes or trout 
streams up that high that would get us to France, so 
began wondering if we would have to walk down the other 
side. Strict order "No one to talk or even strike a 
match." Perhaps some boche was at hand ready to pounce 
upon us poor defenseless soldiers. After hours we reached 
the summit and began on the down grade; not so steep 
at first, but when Ave hit the real bluff above Alpine Land- 
ing on the Hudson, the best of the mountain climbers 
found it steep enough to satisfy them. Daylight was 
breaking when we arrived at the landing, and as the ferry 
boat was snubbing up, we did not have to wait long. No 
corner was left unfilled and away we went in a tangled 
mass down the old Hudson. The more curious kept an eye 
open to see the sights, but most of us went into sonorous 
oblivion. 

About 11 o'clock we found ourselves at Army Pier 
No. 5, where the Red Cross issued some food and safe ar- 
rival cards. A little later we filed up the gangplank, re- 
ceiving meal checks and a card stating the number of our 
bunks. The Navy has it all over the Army for rotten 
slum, giving a hot potato and a dipper full of beans with 
bread and coffee on the side. 

Sunday morning, September 8th, the Manchuria let 
go with one of those terrific shrieks from the sh-en, echoed 
by three Army tugs from the harbor. She wasn't a bad 



boat, being rated at 27,000 tons. A short way down the 
river the Cruiser Huntington fell in ahead of us, the band 
on deck playing "Over There." 

We were not more than half a day on before we began 
to receive orders about what we could and could not do. 
"Don't light a match or smoke after dark; don't throw 
anything overboard ; wear your life belts all the time ; find 
out where your life raft is and get to your assigned place 
when the whistle blows." With us were the 133rd Medical 
outfit and 55th Ammunition train, more numerous than 
ourselves. First it was Company K in the hole and next it 
was Company B, 55th Ammunition train, forward on this 
deck. Maybe everybody was ordered below and the hatch- 
ways were again jammed. About the time all men were 
down, the melodious voice of some Sergeant would call 
out, "Everybody on deck." So we went up and down, and 
no one seemed to get anywhere. In the morning we had 
to stand by until daylight came, and in the evening we 
had to stand by till darkness was upon us. This was 
endured for three or four days only, until we were out of 
the danger zone. One fine afternoon someone got the 
bright idea that a bath might be good for the morale effect 
if nothing else. A bunch of gobs were put on the hose 
detail, and two large streams of unadulterated Atlantic 
solution were emitted from this camouflaged shower bath. 
All wishing to partake were to simultaneously evacuate 
bunk and clothes and brave the cool breezes of the Gulf 
stream. A goodly number partook and apparently en- 
jo ved it as much as the unsanitary bystanders who 
shunned to take a bath. 

Neither were we without our submarine scares. Some 
of them turned out to be schools of fish or a frolicking 
whale, but the gunners seemed ready to crack down on 
anything suspicious looking and find out afterwards what 
it was. We scrambled to the deck one morning at one 
o'clock and stood sleepily in the rain for about an hour 
while the destroyers went bombing in the distance. Sea- 
sickness lurked among us and some even felt so utterly 
unnecessary that they wished a sub would send over its 
best torpedo and add the Manchuria to the list of "Lost 
in Action." Those possessed of the malady usually spent 
time above deck where the air was fresh and also for sani- 
tary purposes. When anyone wanted space at the much 
coveted rail, none interfered, as the case was generally 
urgent. 

On September 19th, ten destroyers swelled our convoy 
and escorted us into Brest. The morning of September 
21st anchors were lowered and we remained on board long 
enough to partake of something supposed to be dinner. 
We were loaded on lighters and taken ashore. To set 
foot on land again was a rare treat and not a man among 
us denied that he had a feeling of satisfaction when he 
found himself again on terra firma. About half of the 
men remained on ship in charge of a corporal, to look after 
battalion baggage and go ashore with it, which they did a 
few days later. The remainder of us, and the three com- 
panies adjusted packs and staggered up the long hill lead- 
ing past Pontenazen Barracks. After a march of about 



(186) 



six kilometers we came to a nice muddy plot which was to 
be our camp. It consisted of two small farm plots, sur- 
rounded by earth banks typical of that section. Luckily. 
we were favored with sunshine and the place was not so 
muddv as it might have been. All were soon engaged in 
pitching pup tents and were soon under shelter. I was 



on the gas house somewhere in the dark distance through 
mud and around numerous kinks and corners. As the gas 
house was out of order we returned and at a late hour 
lay down for a needed rest, but were up soon preparing 
for the long hike to the station. 

We were placed in a third-class coach and the supply 




&4/i.rtOAo Sce/ve 



romp\G?*e: 
en argonne. 



lucky enough to pick a small man as space was at a 
premium. 

We lived in the rain and mud until September 28th, 
when shortly after noon we left the old farm for more suit- 
able and healthful surroundings in squad tents near Pon- 
tenazen Barracks. Late in the evening, when every one 
was busy fixing up the new quarters, we were informed that 
we would entrain early in the morning. Work ceased and 
gas masks were issued. After supper the battalion moved 



department loaded in rations for three or four days. The 
French lost no time in clearing the block and we were off 
on what proved to be a 72 hour journey. The trip was 
interesting but tiresome, due to the crowded conditions 
and hard benches. Some of the rum hounds demonstrated 
the keenness of their olfactory organs at a stop along the 
line the second day. It was a tank car full of "Vinegar 
Blink" and as many as could get on top were dipping out 
of the manhole with mess cups. Lieut. Baker of Company 



(187) 



M, was hero of the day and scattered the mob. One sol- 
dier in his madness leaped from the car with a cup full of 
the goods, giving the crowd below a good sprinkling. 

Early in the morning of the third day, the train came 
to its final stop so far as we were concerned. We remained 
in the cars until daylight and after a meal of corned beef 
and hard tack, unloaded the supplies and prepared for 
the hike which we knew must be before us. To our sur- 
prise it was short and we arrived at Abainville about din- 
ner time, where we enjoyed salmon and jam in G Com- 
pany's mess hall. We renewed our acquaintance with 
the Third Battalion, who were operating the Abainville 
railhead and shops of the narrow gauge. Trains of flat 
cars were made up and we were on the first train to de- 
part. The entire battalion was moved that day to the 
village of Mauvages, about twelve kilometers away. Here 
we found an old town partially inhabited and were bil- 
leted in barn lofts, sheds, cellars and sundry other places. 
Headquarters drew a cellar and took up bunks previously 
occupied by French or American soldiers. We expected 
to acquire a flock of those little parasites peculiar to 
soldiers — cooties. Perhaps the quarters had been dis- 
infected or the cooties died of starvation, as we acquired 
none and could not add them to our list, of discomforts. 

The office was soon doing the regular twelve or more 
hours shift. Others of us found time to explore the coun 
try side until guards were put on at all outlets of the 
town. Before October was consigned to the salvage heap, 
duties had been found for the companies on the Soixante 
at Sorcy, Menil-la-Tour and Woinville. Headquarters 
with K Company moved on the narrow gauge Oct. 28th 
to Sorcy, where Company M was taking charge of the 
work on the road. Sufficient room was found in one of 
the barracks for our "Twenty-four," and we lost no timt 
in moving in. Squad tents were erected across Hie road to 
accommodate the office, supply department and officers' 
mess. Later, when the 12th Engineers moved away, the 
tents were discarded, an office was constructed in the front 
of our barracks, and electric lights installed, which gave 
it the appearance of a real office. 

Prior to November 11th men who had been out on the 
road would bring back hair raising tales of the war, but we 
saw very little of it, with exception of a few Boche planes 
and the distant roar of guns. 

On October 81st we had a treat which many of us had 
not experienced since dispensing with civilian clothes. The 
payroll had passed the censorship of the Q. M., and he 
was on hand with "Beaucoup Francs." Our stay in Sorcy 
was looked upon by most of us as the most desirable place 
we had yet been. We had good quarters, a good office, 
access to a commissary, and were able to obtain daily 
papers. 

On December 7th we loaded our all on the petit gauge 
and the morning sun saw us unceremoniously depart over 
the line leading through the famous Sorcy cut in the gen- 



eral direction of Conflans, where we were to join the regi- 
ment. The trip led us through Cornieville, Neuf-Etang, 
Woinville, past Mont Sec, through Billy and Vigneulls 
to Droitamont, arriving there after dark. A large sec- 
tion of the battle field had been traversed, which held 
our interest and made the journey seem shorter. We 
spent the night at Droitamont in a German "Kantine." 
The floor was hard enough to insure us a good rest, and 
we were up before daylight, feeling quite refreshed. By 
noon all supplies and men had been transported by truck 
to Conflans, the next stop over. Again that night we 
enjoyed German accommodations in the building where 
the Supply Department had settled. The next day, sepa- 
rating the Battalion Office supplies from the stock room, 
we proceeded by truck to Metz to assume liaison duties in 
connection with the Sous-Commission De Reseau at that 
point. A company of Military Police made room for us 
in the barracks they occupied in one of the French cas- 
ernes. A list of the names of all the men were submitted 
to the A. P. M., and the next day we all secured passes 
good in any part of the city. We soon learned where to 
find the best cafes, and many of the men apparently lost 
sight, for the time being, of the fact that they had a wife 
and family at home. A few days after our arrival, Cor- 
poral Mark Hardin was taken sick and sent to a British 
Hospital in Metz. Late in December he was transferred 
to a base hospital in Toul and died on January 1st. Har- 
din was an industrious man, and his services were almost 
indispensable in the office. 

Battalion work was executed at the office, which was 
located in the old railway station, or "Alten Bahnhof," 
as it was locally known. The office was connected by 
phone to the Conflans station and was used for transmit- 
ting messages pertaining to railroad work. Later a tele- 
graph instrument was installed, which facilitated the 
work. A 2-1-hour shift was maintained at all times. Some 
of the men were placed on duty in the yards checking 
cars. 

Early in February the office force was reduced and 
recalled to Conflans, leaving a few men to carry on the 
liaison work, which had decreased. Those returning ar- 
rived by train at Conflans, some on the morning train 
and the balance in the evening. A short hike brought us 
to the Caserne at Labry, where quarters were found in M 
Company's barracks. The two light trucks assigned for 
battalion duties made several trips between Metz and 
Conflans, bringing baggage, beds, furniture, etc. Our 
quarters became quite comfortable after a day or so. 
Later we were averse to evacuating in favor of E Com- 
pany. The chateau in the town of Labry, which we 
occupied, proved even a better place, and we found no 
reason to complain after having moved. Now that the 
regiment is practically all assembled, we are anxiously 
awaiting the day when we will "Partee Toot Sweet" for 
that much-talked-of embarkation port. 



(188) 



History of Coeipaey K 



The rather brief history of K Company begins at Fort 
Benjamin Harrison. It was the month of July, 1918, 
when they began to assemble at that well-known Engineers 
Mecca from all four corners of the earth and Texas. 
There were gas engineers, as well as locomotive engineers, 
civil, sanitary, mechanical, electrical, in fact, representa- 
tives from most of the known trades and professions. 

We were a shop company. It was supposed we would 
take over some of the large railroad shops in France, but 
subsequent developments proved that we were fitted for 
most any kind of work known to military minds. It was 
the latter part of August when we had received our 
"Three Day Issue" of rifle range practice, and had our 
trials and tribulations in getting the gas mask on in 
"Nothing Flat." Having received all the training thought 
necessary for our sojourn in France, on the afternoon of 
August 30th we entrained for Camp Merritt, N. J., and 
it was then that we first began to realize that we were 
on our way "Over There." 

At the end of one day and two nights traveling we 
arrived at Camp Merritt, where we were to spend four 
days and as many nights "falling in" and "falling out," in 
a vain and futile attempt to find out if every one had "two 
pairs of shoe strings." The new O. D. suits, overcoats, 
blankets, and winding leggings, of course, were issued to 
us here, but evidently they amounted to nothing in com- 
parison to those ever evasive, illusive "two pairs of shoe 
strings." 

Captain Hadden, whom we all liked very much, had 
come from Fort Harrison with us, but Capt. Mclntyre 
was now assigned as our company commander, and on 
the morning of September 5th we started at 4 A. M. on 
that well-remembered hike to the ferryboat, which was 
to take us down the Hudson to the U. S. Transport Man- 
churia, at Hoboken. Already the fame of Company K 
had begun to shoot forth its buds, and we were honored 
by being selected from several thousands other intelligent, 
industrious soldiers to police up the ship and get every- 
thing as comfortable as possible for those who were to 
have the distinction of making the voyage with us. Not 
even the old "Globe Trotters" of the company had any 
idea of how much area there was to be covered with a mop 
and broom on board an ordinary transport until we had 
cleaned and scrubbed from the top decks, six stories 
down. Evidently the naval officers had no idea of how 
many men there were supposed to be in an engineer com- 
pany, for every few minutes some of them wanted a small 
detail of fifty or a hundred men for more cleaning. 

Sunday morning, September 8th, the old "Wild Cat 
Shouts" sounded a few times and we were off for France. 
Our convoy consisted of nine transports, one battle cruiser 
and four destroyers, which was probably sufficient protec- 
tion ; but most of us were wishing we had a whole battle 
fleet for company. Aside from living "A la packed sar- 
dine style," sharing our meals with the deep sea fish, scram- 
bling "Up on deck" and "Down in the hole," all times of 
the day or night to stand inspection, or wait patiently 
for the expected torpedo to hit, the voyage was pleasant. 



On two occasions a submarine was sighted and fired on, 
and a few depth bombs dropped to jar up pleasant recol- 
lections from the sub commander. 

Thirteen lucky days having passed, we arrived at the 
port of Brest on the morning of September 21st. A 
beautiful harbor from a few miles out, but oh, how rapid 
the change on a closer view. 

The long hike from the water-front to the "Rest 
Camp," pitching our pup tents in the mud, working from 
dark to dark building barracks for the less sturdy negro 
troops ; the "Regular ten day issue of Slum Gullion" ; 
being awakened all hours of the night by the "Top Kicker" 
to go on water cart detail (only a mile and a half up and 
down hill to the nearest drinking water) ; awakening to 
find that the little drainage ditch around your pup tent 
was too small, and water was collecting in pools under 
your blanket ; all imprinted themselves deeply on the 
minds of most of the company and left pleasant recollec- 
tion of Brest. 

On the morning of September 29th we were called for 
Reveille at 2 A. M. and marched down to the train, and 
by 8 :30 were rambling eastward to we knew not where. 
For three days and three nights we bumped along and 
finally arrived at Gondrecourt. It was dark when we 
arrived, so we left our packs in the cars and spent the 
night running up and down the track to keep warm. Some 
of the bunch started several bonfires in the midst of 
several thousand barrels of gasoline; they were a bit 
peeved when Capt. Mclntyre ordered all fires put out, not 
only because the gasoline might take a foolish notion to 
explode, but also because we were sufficiently near the 
front for our fires to arouse the interest of some Boche 
flyer. 

Next morning we marched to Abainville, where the 
Third Battalion was stationed, and had our first glimpse 
of the narrow gauge, and the watch-charm model locomo- 
tives which were to play a part in our future maneuvers. 
All the while we were anxiously looking around for "the 
large shop" we were to take charge of, but no such luck. 
By evening they had decided what disposition to make of 
us, so we were loaded on flat cars and started for Mau- 
vages, a quaint little French village half way between 
Gondrecourt and Sorcy. On the way there two or three 
of the flats jumped the track and the confusion that fol- 
lowed in trying to let the engineer know that part of his 
train had taken out across country was mistaken for a gas 
attack alarm and a few of the braves had their face in the 
trusty gas mask in a little less than the proverbial "Noth- 
ing Flat." It was a simple matter to put the cars back on 
the rails with the aid of so many strong backs, and by 
getting off to push occasionally we arrived safely at Mau- 
vages a little after dark. Then, in groups of fifteen or 
twenty, we were assigned to our "barn }-ard billets," and 
began the old simple life with the cows and chickens. Still 
we were looking for that mythical "Big Shop," but in- 
stead were introduced to a young mountain from which 
we were to pick out the large rocks, make them into little 
ones, and load them on cars with the assistance of a "No. 



(189) 




2." We were now close enough to the front to hear the 
roar of the big uns and were forbidden to have any lights 
in our stables. That made it nice in going to bed and get- 
ting up, as well as eating in the dark, for it seemed that 
those little rocks were urgently needed and we could not 
waste any daylight. It rained every day and every night, 
and it was so hard to roll out and get lined up by 4 :45 
A. M. that our Top Kicker all but lost his religion. For 
twenty-six days we made violent attacks on those large 
rocks, and on October 28th our forces were withdrawn. 
Half were sent to Sorcy along with Battalion Headquar- 
ters, and the other half sent to Washington, under com- 
mand of Lieuts. Machunas and Martin to be attached to 
Company A, 12th Engineers. Washington was formerly 
a German camp in a thick woods and marsh, two kilo- 
meters south of Heutecourt. The Germans probably took 
the name of the camp with them in their hasty departure, 



so it was given a real American name. At that time Wash- 
ington was too close to the front lines to be a real com- 
fortable place to reside, and on the night of October 28th, 
when the detachment crept up that way on the narrow 
gauge, the sky was lighted unusually bright by bursting 
shells, while aeroplanes made an uncanny buzzing noise 
overhead. We unloaded at Washington about 11 P. M., 
and beat it for the nearest huts and dugouts to spend the 
night. With the dawn, the situation grew brighter, and 
everyone was routed from their huts and assigned to 
jobs; some in the roundhouse, others running engines, 
firemen, brakemen, etc., and a few as operators and train 
dispatchers. The roundhouse was in reality only a little 
camouflaged shed where the engines could find cover and a 
few repairs ; so in a few days some of our men were sent 
from Washington to build a new roundhouse and also new 
billets at the foot of Mt. Sec. No lumber being provided 



(190) 



beforehand for the proposed roundhouse, our men, who 
were just learning the art of salvaging, proceeded to tear 
down an old German prison camp and in a short time had 
a spacious roundhouse and barracks, to which we moved 
in November. 

A month after their landing at Brest, they had 
served their time on the rock pile and were an important 
cog in the wheels of that intricate narrow gauge system. 
Many of the trainmen had exciting, as well as humorous, 
experiences during the time they were working under shell 
fire. One of our engineers pulling four cars of ammuni- 
tion had the track blown out just a few yards behind his 
last car, and many times while making up trains or 
switching the trainmen sought cover under the little 
narrow gauge cars. Several air battles were witnessed 
from the period between October 28th and November 11th, 
since three captive observation balloons were anchored in 
the vicinity of Washington and the "Jerry" planes made 
daily efforts to get them. 

While the detachment sent to Washington were hav- 
ing their thrills operating narrow gauge, the rest of us 
who had gone to Sorcy were sub-divided, some being as- 
signed to jobs in the narrow gauge roundhouse at Sorcy 
and others as trainmen on the broad gauge. But the 
larger part were sent to Grosrouvres on November 1st 
and attached to Company D, 21st Engineers. 

It seems that if we were ever intended to take charge 
of "Those large shops" we were also intended to build 
the shop first; so we started on the construction of a 



roundhouse for the miniature locomotives and had just 
completed it on the day the Armistice was signed. Some 
of us were now assigned to shop work and others as train 
crews, for the Army at the front were still in need of vast 
supplies, and the trains coming back brought surplus 
ammunition as well as liberated prisoners. For the next 
three weeks we continued work here, taking our allotted 
days off for excursions into "No Man's Land" in search of 
souvenirs and sight-seeing, each trying to cover the most 
areas in the shortest time, and some forgetting to come 
back just when they should. 

On December 7th the entire company moved to Con- 
flans. We only got as far as Droitaumont the first night, 
when we camped in some old German barracks, and on the 
following morning marched to our new home. We were to 
live in real stone houses now, but before being able to wade 
into them, it was necessary to remove a good many truck 
loads of dirt and rubbish. 

At last we found the "Big Shops," and on December 
9th were assigned to our respective jobs as machinists, 
boilermakers, electricians, hostlers, clerks, etc. Company 
K also had fourteen men comprising a wrecking crew who, 
working with more or less improvised tools and machinery, 
cleaned up a number of wrecks, sometimes working 24 to 
36 hours at a stretch. 

During the time we had charge of the shop until re- 
lieved by the French on February 26th, we had one of the 
best working and most efficient shop organizations in the 
A. E. F. 



History of Gompaey L 



Company L, a part of the Fourth Battalion, 21st 
Engineers, was formed during August, 1918, at Fort Ben- 
jamin Harrison, Indiana. They left there August 30th 
and travelled over the "Big Four Route" to Camp Mer- 
ritt, N. J., for embarkation. Arriving at Dumont station 
about sunrise Sunday morning, September 1st, a short 
march brought them to the camp, where barracks were 
assigned, overseas clothing and equipment were issued, 
and all preparations were finished. Early in the morning 
of September 6th they constituted part of the many 
troops that marched to Alpine Landing on the Hudson. 
There they boarded a ferryboat which delivered them to 
U. S. Army Pier No. 5 at Hoboken about eleven o'clock 
in the morning. 

Boarding the U. S. S. Manchuria, they lay at the pier 
until Sunday morning, September 8th, when tugs brought 
the boat clear of the pier, and the journey was started. 
After thirteen days at sea, the transport dropped anchor 
in the harbor at Brest, France, on September 21st. 

Going ashore on lighters, the company fell in line with 
the remainder of the battalion and marched to a camp 
ground about six kilometers distant. Here pup tents were 
erected, and they made the best of the discomforts. While 
here the men of the company rendered able assistance in 
the construction of barracks near Camp Pontenazen. 

They moved to squad tents near the construction 
work September 28th, but before getting settled orders 



were received to prepare to entrain bright and early the 
next morning. Gas masks were issued and the company 
made a vain trip to the then out-of-order gas house. At 
two o'clock the following morning the company left for 
the station at Brest, reaching it shortly after daylight. 




Company L, First Platoon 

The train was waiting and with the minimum amount of 
delay, the journey started. It was a long and tedious 
trip, and after seventy-two hours the train was aban- 
doned at Gondrecourt, October 2nd. From there the 
company marched to the nearby town of Abainville, where 
they entrained on the narrow gauge railway and arrived 
at Mauvages late in the afternoon of October 2nd. 



(191) 



Billets were found in barns, houses and cellars form- 
erly occupied by troops who had constructed crude bunks 
which were accej>ted at first with scruples, since this was 
the initiation to what proved the standard practice when 
better accommodations were impracticable. The company 
became established in their new quarters, fatigue clothes 
were issued, and the men assigned to duty quarrying and 
crushing rock at a point near the town immediately across 
the canal. The rock so obtained was used as ballast for 
the narrow gauge roadbed along the main line leading 
from Abainville to Sorcy and also on other lines. The 
rock was blasted from a small butte at a convenient place 




Company L, Second Platoon 

in close proximity to the railroad. A small detachment 
of ordinance men were in charge of an ammunition salvage 
dump near by and from them were obtained German 
"potato mashers," grenades and powder, all of which were 
used for blasting. While these were dangerous, other 
supplies were not available and they accomplished the 
desired results. 

On October 18th the company was detached from the 
remainder of the battalion and directed to proceed to 
Menil-la-Tour, France. There they were attached to the 
12th Engineers, who were operating the U. S. Light Rail- 
ways out of that point. 

A few days later Lieut. J. Z. Stansberry, commanding 
Company L, was appointed Superintendent of the South- 
ern Division. He immediately manned the road with the 
personnel of the company, most of whom had railroad ex- 
perience. Each man was examined by the commanding 
officer as to his qualifications and placed on the work for 
which he was best fitted and the division was operated with 
success. 

During the company's stay at Menil-la-Tour a de- 
tachment was used in building a line of communication 
through old "No Man's Land." This was a very difficult 
task, owing to the numerous shell holes and barbed wire 
entanglements. Numerous trenches added their part 
toward making the work more difficult and considerably 
lowered the average amount of track laid per day. 

The Armistice was received with great expectations 
and construction ceased. All were looking forward to 
going home when orders were received to move via narrow 
gauge railway to Conflans on December 7th. On that 
day the company left Menil-la-Tour in three sections, the 
trains being operated by crews from the company. The 
narrow gauge terminated near the town Droitaumont, 



about four kilometers south of Conflans. The company 
left the train there late in the afternoon and spent the 
night in an old frame building which had formerly been a 
German "Kantine." Early the next day they marched 
to Conflans, where Regimental Headquarters of the 21st 
Engineers was located. There they entrained on the 
standard gauge and proceeded to Pierrepont, France, 
located about eleven kilometers from the Belgian boun- 
dary and about the same distance from that of the Duchy 
of Luxemburg. 

Portable barracks erected by the Germans afforded 
comfortable and convenient quarters. The company set- 
tled down to maintenance work on the standard gauge, 
then operated by the 21st Engineers as a regiment. 

A part of each day was spent on the drill field by 
those not on maintenance work. January 20th the com- 
pany rejoined the regiment, which was then mobilizing at 
Conflans. 

On February first the 24th Grand Division of Stand- 
ard Railways was reorganized, Lieut. Stansberry being 
appointed Superintendent of Terminals at Conflans. The 
men of Company L were again assigned to railroad duties 
and demonstrated their ability to handle standard equip- 
ment equally as well as troops organized for that work. 

The 24th Grand Division was turned over to the 
French on February 20th, thus relieving the officers and 
men of Company L from railway duty. Drilling was 
taken up at once by the company and vigorously adhered 
to, as it was one of the pre-requisites to returning home. 

This company has repeatedly been complimented by 
inspecting officers for its general appearance of personnel, 
camp uniformity and neatness. Seventy-five per cent, of 
the men of the company had more or less railroad experi- 
ence before entering military life. They not only demon- 
strated their ability in that line, but were always ready to 
meet any conditions however diversified they might be. 
The individuals worked together harmoniously co-operat- 
ing to act as a unit. 

Lieut. J. Z. Stansberry, later promoted to Captain, 
was alone in command of the company from August 27th 
until October 10th, when Lieut. Charles L. Turley re- 




Company L, Third Platoon 

ported for duty and was assigned to Company L as 
second in command. 

At the date of writing the sole duty of the company is 
to do its required number of hours on the drill ground 
each day and wait for the time thought of and spoken of 
every day, when orders come to start making preparations 
for the trip homeward. 



(192) 




History of Commpaey MI 



Company M was organized in August, 1918, at Fort 
Benjamin Harrison, under the command of Capt. Candee, 
Lieut. Baker succeeding him as commanding officer on 
August 28th, and on the 30th the company hoarded train 
for the Coast. After staying at Camp Merritt one week, 
at 2 P. M. September ()th they marched to Alpine Landing 
on the Hudson, where they boarded a ferryboat and landed 
at Hoboken. Here they transferred to the transport 
Manchuria, and sailed for France two days later. 

Reaching Brest, September 21st, they marched about 
three miles to a "Rest Cam})," where they were quartered 
in shelter tents. The erection of temporary barracks was 
■commenced near Pontanzan Barracks, which work con- 



tinued until September 29th, when the company was en- 
trained for Abainville (Meuse). 

Gondrecourt was reached the morning of October 2nd; 
detraining, they marched to Abainville, and at noon 
boarded the Light Railway, arriving at Mauvage about 
the middle of the afternoon. Billets were provided by the 
".Major de Cantonment." Ten days later the company 
was detached from the battalion and returned to Abain- 
ville, where they commenced the excavating and grading 
for the railroad yards. 

On October 19, 1918, Company M left Abainville for 
Sorcv, moving in two special trains over the Light Rail- 
wav. En route the company stopped at Mauvage and 



(193) 



picked up the Medical Detachment, arriving at Sorely at 
3:35 P. M. the same date. The men were quartered in 
"rjup tents" for several days until the barracks occupied 
by the 12th Engineers were vacated. 

On the following day they were classified according 
to vocation, and began work at their various trades in the 
shops and on the narrow gauge railway. The shops were 
not taken over at once by Company M, but gradually the 
entire railway and shop work was assumed by them, and 
they also supplied eight or nine complete crews which were 
used in the operation of the railway. About one-Jialf the 
company was scattered along the various lines of light 
railway in that sector, detachments being stationed at 
Bar le Due, Commercy, Mont Sec, Toul, Nancy, Verdun, 
La Reine, Boucq, Neuf Etang, Neuf Etang Junction. 
Leonville, Cornieville, Trondes, Nauginsard and Xivray. 
The detachment stationed at Commercy, consisting of 
fifty-two men, assisted in the operation of the standard 
gauge railway from Commercy to Woinville ; ten of the 
men in this detachment were transferred to Woinville, 
from which point they worked, but Commercy remained 
the headquarters of the detachment. On the 25th of 
October the men were moved into the barracks vacated 
by the 12th Engineers. On October 28th Company K 
and Headquarters Company arrived at Sorcy, and along 
witli them came Captain Chase B. Cotton, who assumed 
command of the company. 

The period from October 15th until the signing of the 
Armistice on November 11th was a very busy one owing 
to the fact that ammunition and soldiers were being rushed 
over the lines to the front. 

Work slowed up considerably after the Armistice, 
though rations were still moved up. Many of the ammu- 
nition dumps were emptied and the ammunition trans- 



ferred to standard gauge cars and the hauling of salvage 
represented a large part of the work. On December 5th 
the battalion received orders to proceed to Conflans on 
Saturday, December 7th, via the Light Railway. The 
company left Sorcy at 7 A. M. on that date in two sec- 
tions, and on the trip to Droitaumont, the end of the Light 
Railway, passed over the section held by the Germans for 
several years, arriving there at 6 P. M. and camping 
there for the night. The following day the organization 
marched to Conflans, a distance of about four kilometers, 
at which place Companies L and M entrained on the broad 
gauge French railway, Company M going to Audun-le 
Roman, Company L to Pierpont. At Audun-le-Roman 
the company was billeted in the few houses left intact. 
It had been one of the first cities of France to suffer the 
devastation wrought by the war. The entire place sav? 
the railroad station and other buildings which the Ger- 
mans deemed would be of service to themselves, having been 
razed to the ground, or else rendered totally unfit foi 
occupancy. Quite a large railroad yard was located at 
this place, but Company M did but little operating, being 
engaged during the ten days it remained there in police 
w r ork along the right-of-way and around the billets. Cap- 
tain Cotton remained at Conflans as Master Mechanic of 
the Conflans Division. 

On December 18th the company returned to Conflans. 
There they located in barracks at Labry in an old French 
army post. The quarters were very comfortable and with 
very little work the company soon established a home. An 
army bakery, located in the camp, supplied us with fresh 
bread and it was relished by all. Drill or detail became 
the established daily routine, and at this time we arc 
awaiting the next move, which we hope will be in the direc- 
tion of home. 




(194) 




History of Company N 



Company N of the 21st Engineers was organized July 
5, 1918, Camp A. A. Humphreys, Va., being designated 
for mobilization. On July 12th, Capt. John A. Cannon 
was assigned as commanding officer, relieving Capt. T. D. 
Sterling. First Lieuts. Bruckman and McClure were 
assigned July 15th, Second Lieut. Soderstrom, July 11th, 
followed July 18th by Second Lieuts. Smith and Ander- 
son, completing the personnel of the company's commis- 
sioned officers. 



The first enlisted men to be assigned to the organiza- 
tion arrived at camp July 9th and were quartered in tents 
along the historic Potomac. Then started the process of 
making a smooth running military machine from the will- 
ing, but untrained, rookies, and in a surprisingly short 
time most of the obstacles were overcome, and the com- 
pany executed squads right and other various movements 
of infantry drill perfectly, not, however, without double 
time and extra fatigue dutv being handed out to delin- 



(195) 



quents. Fifty rifles were issued to as many men and in- 
structions given in the manual of arms. The rifle platoon 
soon attained a proficiency unexcelled by any company in 

camp. 

What promised at first to be a stay of two of three 
weeks lengthened into one of nearly eight weeks. The heat 
was intense, the temperature being well over 100 degrees 
practically all the time. Six to eight hours of drill a day, 
together with hikes and swimming, soon put the company 
in perfect condition. Piece by piece, overseas equipment 
was handed out by the men in charge, and with each issue 
a new edition of dope spread over the camp like wildfire. 
Dame Humor had Company N going to Italy when light 
underwear was issued, and to Russia when overcoats were 
handed out. No one will forget the coming of little Bevo, 
the dog wonder, who speedily became the mascot of the 
company and the pet of every one. 

August 28th orders came, the company marched to the 
station and entrained for Hoboken. At first the destina- 
tion was thought to be Camp Merritt, but going aboard 
was a welcome surprise. The Great Northern, a former 
Pacific Coast liner, with about 4,500 men aboard, includ- 
ing Company N, left port August 31st convoyed by de- 
stroyers and accompanied by the transports Leviathan 
and Northern Pacific. The voyage was filled with new 
experiences for almost all the men. Boat drills and mess 
calls kept everyone moving. Seasickness was much in 
evidence, and some of the men achieved the record of being 
sick during the entire trip. Late in the afternoon of 
September 7th land was sighted, but alas, Company N had 
yet before it a hard task before setting foot on the soil 
of France. Details to unload the boats were made up and 
sent below in four hour shifts. On the following day the 
company landed at Brest and marched out to a rest camp, 
where midnight details were the prevailing forms of rest. 
Crowded in an old Louis XIV stone barracks with a con- 
crete floor for a bed, Company N stock fell considerably 
below par. Rain with its inevitable companion mud was 
always in evidence. 

After a stay at Pontanezen barracks of ten days the 
company left September 18th for the scene of the present 
location, the Engineers' Camp at Abainville ( Meuse). The 
journey of five days and four nights was anything but 



comfortable. Sleeping in box cars with head ami feet 
mixed, and living on "Corned Willie" and beans, did not 
serve to strengthen bonds of friendship, or to lay the 
foundation of a society for purifying the English lan- 
guage. It was far from being a pink tea affair. Thanks 
to the Red Cross and Corned Willie life was maintained, 
and late in the afternoon of September 22nd Company X 
left the train at Gondrecourt and marched to Abainville. 

Barracks in an incomplete condition were occupied at 
once. The following day the company was assigned to the 
shops and various divisions of railroad work. At that 
time the war was in full progress and there was plenty of 
work, ten hours per day being the schedule. The Central 
Shops of the Light Railways were located at Abainville 
and the men were put to work assembling cars, locomo- 
tives and tractors. 

September 2(5th Company N suffered its first casualty, 
First Lieut. McClure (lying in the hospital at Neuf- 
chateau. His death was sincerely deplored by the com- 
pany, as he was very popular. The only enlisted man to 
die was Private Chillemi, who died late in January as a re- 
sult of injuries sustained from falling into a pit of boiling 
water. 

During the Argonne drive and up to the signing of the 
Armistice, work in the shops and on engines kept everyone 
going to the limit. Shortly after November 11th, the 
working day was reduced from ten to eight hours. Later 
Saturday afternoon was made a half holiday. During the 
long winter evenings entertainments were often furnished 
by the Y. M. C. A. and Salvation Army, and two basket 
ball leagues were formed. 

During the winter months work in the shops decreased 
and several men were released for other work, such as 
headquarters orderlies, canteen clerks, military police, and 
ration details. "Going home" furnished data for the even- 
ing conversations around the stoves in the various bar- 
racks, interspersed with reminiscences, original wit and 
tales of adventure. Company N was one of the most 
orderly and best appearing in camp and a credit to the 
regiment, camp and country, and when the company dis- 
bands it will be with a sense of completed duty and 
achievement of something really worth while. 




(196) 




mmmm 



j CO 0' 3rd PLAT 



CC "0 4-th PLAT 



wmmmm 



History of Compaey O 



Company O might be aptly termed the rear guard of 
the 21st Engineers. Organizing began at Fort Benjamin 
Harrison, September 25, 1918, under the supervision of 
First Lieut. Charles D. Darragh, commander, and Second 
Lieut. George E. Mellow, supply officer. It was no small 
undertaking that these officers faced, considering the fact 
that headquarters consisted of a bare orderly room, and 
it was necessary to borrow a typewriter and stationery to 
make the first roster and report. 



One of the first things accomplished was to appoint 
the non-commissioned officers. New men who had been 
wearing stripes and acting as non-coms, in the provision- 
als came in for consideration and a staff was finally ap- 
pointed. Then began the work of providing the company 
with new O. D.'s and other overseas equipment. Trying 
to fit out 250 men when they could at best fit about one- 
half that number was a trying ordeal, and it is no reflec- 
tion on the supply officer when the statement is made 



(197) 



that the only things that fitted most of the men were their 
pack carriers and cartridge belts. But, after much trad- 
ing among themselves, they presented a creditable appear- 
ance. 

Drilling came next, and after some strenuous days on 
the field they could hold a company front that was envied 
by the other overseas organizations then in training at 
Fort Harrison. 

We "ill all probably remember the gas training. Com- 
pany O had the reputation of being the first organization 
to go through the gas chamber without anyone being 
overcome. Tear gas was the most trying. The last pla- 
toon to go through was composed chiefly of non-coms., so 
they were given an extra portion, and as they emerged 
from the chamber coughing, sneezing and tearful, the re- 
mainder of the company appreciated more fully the old 
adage about the party who laughs last. Then the flu 
struck Fort Benjamin Harrison and the victims in Com- 
pany O went to the hospital in a steady stream. First 
sailing orders were cancelled and the stay at the fort pro- 
longed an additional two weeks. Only one member of the 
company succumbed, Private Adolphus J. Hopkins, dying 
October 16, 1918. His remains were sent to his mother, 
Mrs. Alary Hopkins, at Danielson, Connecticut. After 
three weeks of this epidemic the situation improved and on 
October 20th the packs were rolled and the company en- 
trained, bidding a fond farewell to Fort Harrison. Just 
before leaving two officers were assigned to the company. 

The trip to Camp Upton was greatly enjoyed by all 
the men, and the coffee, candy and cigarettes distributed 
by the Red Cross at the stations en route was ample 
recompense for the discomforts of that long ride in day 
coaches. The ferry trip from Weehawken to Long Island 
City proved interesting to those who had never seen New 
York City. 

The stay at Camp Upton was short. There the equip- 
ping of the men was completed, the passenger list made 
out and the advance guard sent out. Long before reveille 
the company marched out of camp and entrained for 
port ; arriving at pier 97, we marched on board the S. S. 
Maunganin and sailed from New York Harbor at 1 P. M. 
October 27, 1918. 

The trip across the Atlantic was uneventful, the 
weather being remarkably pleasant and no submarines 
were sighted. For a day or two, as the convoy approached 
the Irish coast, we experienced some heavy seas. Those 
who were not seasick were either fortunate or experi- 
enced. The long voyage ended on the morning of Novem- 
ber 8th as the convoy, surrounded by a fleet of destroyers, 
steamed into the harbor at Liverpool. November 9th the 
company debarked, and after marching about three miles 
to Walden Station entrained for Winchester. It was an 



interesting trip, affording splendid views of the country. 
The ever-present Red Cross gave coffee and cakes to the 
men at several stations en route; arriving at Winchester, 
the company hiked to an American Rest Camp at Winnal 
Down, where three weeks were spent at various occupa- 
tions and diversions. The organization was stationed 
here when the armistice was signed and the last chance to 
get into the big fight was gone. 

The afternoon of November 14th a ceremony of deco- 
ration with the distinguished service medal took place on 
Morn Hill, after which all troops present passed in re- 
view before the commanding general of Base Section No. 3. 

December 2nd the company entrained for Southamp- 
ton, where the steamer St. George was boarded for Le 
Havre. Company O landed on French soil the following 
morning about 8 A. M. and marched out to a rest camp, 
where three days were spent in tents with mud all over the 
camp and sea gull eggs, cheese and light bread for mess 
handed out by benevolent Tommies. 

On the morning of December 7th the company boarded 
a string of box cars for Gondrecourt (Meuse). It was a 
pleasant trip but most of the men had all of that pleasure 
they desired and were glad to unload and march to the 
engineers' camp at Abainville. In a few days the men were 
billeted in barns, and it was quite a relief when the com- 
pany moved into more comfortable quarters. Here the 
company remained until the month of March was almost 
gone, when orders were received to proceed from Abain- 
ville (Meuse) to Montoir (Loire Inf.). On March 26th the 
company entrained at Abainville and departed on a jour- 
ney that was to take them clear across France and happily 
toward the port of St. Nazaire. It was the first time in 
the history of the company that it had ever moved in any 
direction except away from the United States. The men 
were loaded in United States box cars, and with the excep- 
tion of a few minor incidents, the trip was uneventful. On 
the morning of March 30th we unloaded in a drizzling rain 
and marched two miles to camp Montoir. As soon as the 
men had been given the necessary amount of time to get 
straightened out and rest up from the trip they were 
placed at work in the Engineer's Dept., and our officers 
and non-commissioned officers supervised the work. We 
received an addition to the commission personnel in the 
person of Second Lieut. R. P. Cordiner, who was attached 
for duty on our arrival. 

Company O has no apology to offer for its work in the 
A. E. F., being either fortunate or unfortunate enough to 
arrive late for the Big Show and will consider itself in- 
cluded when the regimental commander shall say in speak- 
ing of the achievements of the 21st Engineers, as was said 
of the American fleet at the Battle of Santiago, "There 
was glory enough for all." 




(198) 



History of M©di©al DetaelhunnLeinitg 2 1st Eegle©eir§ 



The Medical Detachment (1st and 2nd Battalions) 
was assigned to the regiment on the twelfth of September, 
1917, after having undergone two months of rigid training 
at Fort Harrison, Indiana, where it was a part of Provis- 
ional Instruction Company H, M. O. T. C. 

Major J. B. Hastings, M. R. C, of Alton, Illinois, 
was assigned to the detachment as commanding officer 
and regimental surgeon on the eleventh of September, 
1917, and with him Lieut. C. H. Bartling, M. R. C, as 
assistant surgeon. The enlisted personnel of the detach- 
ment consisted of one sergeant, two corporals, and twelve 
privates. After its arrival at Camp Grant, Illinois, and 
its assignment to the Twenty-first Engineers, Lieut. J. R. 
Ross, D. R. C, of Chicago, Illinois, was attached to the 
detachment, and later Doctor Clyde Unseitig, of Chicago, 
was assigned to the detachment as his assistant. The lat- 
ter part of November Lieut. Bartling having obtained a 
transfer to Base Hospital when operating in Camp Grant, 
was succeeded by Lieut. C. L. Gifford, M. R. C, of Troy. 
New York, and from that time no further changes were 
made in the personnel of the detachment. 

While in training camp, the mornings were taken up 
by drill, the afternoons were devoted to other branches of 
training, such as lectures, litter drills, and training in field 
work and first aid. 

The lectures and studies treated were such subjects a- 
Anatomy, Physiology, Materia Medica, Hygiene and First 
Aid, much time being spent on practical demonstrations 
of the latter. 

The training in field work being of the greatest im- 
portance in this line of service, naturally was given the 
most attention, both by the instructors and by the stu- 
dents. It consisted of practice in Field Aid as rendered 




Medics, 2\st Engineers 

on the battlefield, the scene of the training being a series 
of trenches of which this camp at that time was the proud 
possessor. 

Each day a different detail was put on duty for dis- 
pensary work and general assistance in holding sick call, 
under the instruction of officers of the camp who held 



these sick calls. This training gave the recruit a working 
idea of such delicate remedies as the "OD" pills, and of 
the universal panacea, Tincture of Iodine. 

Upon the arrival of the detachment in Camp Grant 
and their subsequent assignment to the regiment, an infirm- 
ary was immediately established, and a new course of 
training was developed under Major Hastings' guidance, 
through which the members of the detachment soon be- 
came efficient in the practice of minor surgery, and the 
treatment of the less serious diseases then prevalent. 

Work was also immediately started on the examina- 
tion, inoculation and vaccination of recruits, and for over 
two months the much dreaded but harmless needle con- 
tinued its work of immunization, the result being the utter 
absence of typhoid fever or smallpox in our regiment. 

When our orders finally came through, and the regi- 
ment entrained for the East, a detachment of the Medical 
Detachment accompanied each section of the train, pre- 
pared to give such first aid and treatment as any emer- 
gency might require, and upon the arrival of the regiment 
at Camp Merritt, New Jersey, the infirmary was again 
established and final physical examinations and transfers 
made of such men who were not physically fit for embark- 
ation. 

The establishment of a regimental infirmary being im- 
practical aboard a transport, all our supplies were stowed 
below and sick call held in the different compartments. 
"Abandon ship" drills permitting, it was held at ten 
o'clock each morning. Lieut. Gifford presided over the 
sick call for Compartment C, which was composed of the 
three decks in the prow of the boat. 

All supplies were drawn from the ship's stores, and 
at the set time he" would go below accompanied by an as- 
sistant, who usually carried a bottle of "salts" under one 
arm, and a bag of pill bottles under the other, station him- 
self at the foot of the hatch just below the mess hall, and 
rocking up and down as on a gigantic "see-saw," the line 
would form and the pills dispensed. 

The Sick Bay, as the ship's hospital is called, occu- 
pied the entire Deck A, and was large enough to accom- 
modate fifty patients. It was here that all hospital 
patients were cared for during the voyage. 

There is little to be said of the activities of the Medical 
Detachment during the Period in the S. O. S., outside of 
the fact that it was in the S. O. S. that someone handed 
us a "Flivver" ambulance, which has proven itself char- 
acteristic in every respect to its species. 

Upon the arrival of the regiment on the St. Mihiel 
sector, the Medical Infirmary was established at Sorcy 
Gare. For the service of such organizations along our 
railway lines that could not be reached by an ambulance, 
our regiment equipped several cars to serve as a hos- 
pital train, and ran it whenever necessary between the 
front and the Evacuation Hospital at Sorcy Gare. The 
Dental Infirmary being more compact and portable, was 
moved from one company to another instead of having a 
permanent location. 



(199) 



During the latter part of July and the first two weeks 
of August, 1918, the influenza epidemic raged in our 
Regiment. It was necessary during this period to evacuate 
quite a few of the boys to the hospitals around Toul, but 
the majority of those sick confined their illness to a 
slight "three da}' fever," and soon recovered. We had no 
deaths in our regiment during the epidemic. 

With every detachment sent out on service from our 
regiment there was assigned a detachment of Medical 
Corpsmen, who with combat equipment, accompanied the 
details and remained with them on whatever job was be- 
ing accomplished. It was the duty of these men in case 
of emergency to give first aid and effect removal of patients 
to the rear. 

It was during the St. Mihiel and Argonne drive where 
working parties were often under shell fire that their 
services proved most valuable. 



HISTORY OF MEDICAL DETACHMENT, 
3RD BATTALION 

The enlisted personnel of the Medical Detachment, 
3rd Battalion, was assigned from the Post Hospital at 
Fort Benjamin Harrison, Ind. On August 22nd, 1918, 
they boarded a special train and conveyed their cargo 
of C. C. pills to Camp Merritt. Remaining there long 
enough to receive overseas equipment they followed the 
3rd Battalion on board the English Transport Belgic, and 
sailed the next day for the big fuss. 

Among the various organizations on the transport 
was a base hospital unit. This made the Medics' task 
comparatively easy, as all sick men reported to the tem- 
porary hospital established by the base unit. 

Landing at Liverpool, England, they spent the night 
at Knotty Ash Rest Camp, returning to the station next 
day for their trip to Southampton. This city being a 
seaport the next move was on the water, speeding across 
the English Channel on the S. S. Yale. They arrived at 
the port of Le Havre, France. 

After several stops followed by rest camps, the 
stretcher bearers arrived at Abainville, taking abode in 
one of the barracks. They established an infirmary as 
camouflage for a C. C. machine gun and the troops weir 
bombarded with pills. 

Four of their number were sent on October 4th to 
Hat ton Chattel for special duty with H Company. An 
officer and one man were sent to Hatton Chattel on Octo- 
ber 12th, to assist with the special duties incidental to 
the company, and later they returned to Mauvages near 
Abainville. 

November 9th, the Medics proceeded with Company 
I, and Battalion Headquarters up the Sioxante to a small 
camp designated as Eix. This little station was the scene 
of their rejoicing two days later when the armistice was 
signed. Moving again by truck to a point near Verdun 
they participated in establishing a camp on a neighbor- 
ing hillside about a mile from the West Portal of the 
Tunnel de Travannes. It was here that the men of the 
detachment found an occasion to call forth all their 
medical skill for first aid to the wounded. About a dozen 
men from Company H, while sitting around a fire in a 
shell hole one frosty morning, were injured by the ex- 
plosion of a buried "Dud" under the fire. Some were 
quite seriously injured and one died later. When Com- 
pany H moved on November 15th, to the village of Abre- 



court near Conflans, two of the detachment accompanied 
them to administer medical attention and dispense pills. 
Two days later, the detachment with Conrpany I, moved 
to the West Portal of the Tunnel de Travannes and es- 
tablished camp on a hillside near there. 

Playing in usual army luck, they were ordered to 
move on Thanksgiving day and were on the train when 
the bugle blew noon mess. At 6:30 P. M. that day they 
arrived at Conflans, Meurthe-et-Moselle, France, and 
went into billets. 

After living in comfort for several months they were 
ordered to Labry where the regiment was mobilizing. 
There the Detachment was left without a head, the Com- 
manding Officer having received his discharge from the 
Army, returned to the States, and one lieutenant and one 
sergeant leaving for Paris to attend the University, and 
so without an officer, they travelled to the Embarkation 
Center at Le Mans, where a captain of the Medical Corps 
was assigned to take charge of the Detachment. 



HISTORY OF MEDICAL DETACHMENT OF THE 
FOURTH BATTALION OF THE TWENTY- 
FIRST ENGINEERS 

It was the second week of August during those sultry 
days while Fort Benjamin Harrison was organizing 
troops and whipping them into shape at full strength, 
when one Sunday afternoon an emergency call came to 
organize a Medical detachment for the Fourth Battalion 
of the Twenty-first Engineers. The detachment was 
organized under the direction of Lieutenant Frank H. 
Deane and Lieutenant George B. Hunt, and established 
our place of business at the extreme western end of 
Fort Harrison. Our small wooden structure soon became 
one of the few places of interest, as it was here we were 
given the nomenclature of "Pill Pushers." Hard drilling 
was one form of recreation which we received in addition 
to the lectures on hygiene, sanitation and first aid to the 
injured. 

As a detachment with the Fourth Battalion, we 
shared their joys and sorrows alike. On the eighth of 
September we left Hoboken and after thirteen days at 
high sea which were filled with thrills and excitement, we 




Medics, 21st Engineers 

landed at Brest, a place of tender remembrance. In an- 
other week we were on our way experiencing the wonders 
of a new railway system; our journey coming to an end 
one cold night when side-tracked at a place from which, 
through the darkness, many flaring reflections of the sky- 
line and a constant booming proved us to be somewhere 



(200) 



near the battle-front. We were stationed along the 
famous "Slim gauge" railway which operated from Abain- 
ville to the front line. 

On October 12th, the detachment was split, one part 
remaining as the Medical Corps while the rest organized 
into a detachment with Lieutenant Hunt as Sanitary 
Officer. Owing to the fact that all of the French Doctors 
were serving at the front, we were constantly called upon 
by the civilian population for help, which was gladly 
rendered. 

To the Yanks the narrow streets of these French 



towns seemed to be back-side around, being the alley in- 
stead, where all waste from the barn and kitchen alike 
were evacuated. So the Sanitary Detachment always 
found plenty of employment supervising the clearing of 
roads and yards to insure the health of our men who were 
unaccustomed to such places. 

After the signing of the armistice the Regiment was 
mobilized at Labrv. Our duties here did not last long 
as one evening with packs slung the Medics, silhouetted on 
the Labrv hill against a cloudy skv. disappeared to the 
order of "Squads West." 



History of the Baed 



Lieutenant Speirr 



Born: December 2, 1917. 

Place of Birth: Room on your left, upstairs Head- 
quarters Company, Camp Grant, Rockford, 111. 

Father: Lieutenant-Colonel Hiram J. Slifer. 

Mother: Not known, probably Chaplain Morgan. 

That in substance is the most reliable and important 
data on the band, made possible through the kindness of 
Mr. Wm. C. Gregg. The band was clothed by the Gov- 
ernment, who likewise very kindly paid the salary of the 
musicians. It is entirely a voluntary organization, 
though repeated efforts have been made to have it au- 
thorized. 

Its first public appearance with all twelve of its char- 
ter members took place December 7th, when witli frozen 
fingers and lips green and chilled, they put over a "Get 
Away" for the Motor Detachment leaving for overseas 
service. 

During the course of the following week the various 
companies enjoyed the efforts of the infant prodigy 
enough to shake out some coin and buy some stuff for the 
boys to play with and read and then due perhaps to the 
excitement of "going over," the Regiment gave a dance. 
The band and an impromptu orchestra jazzed the blues 
away while the hob-nails clicked and the elite of Rockford 
tripped the light fantastic long after taps and taphouse 
hours. 

On the trip over, they appeared between abandon 
ship drills and mess, consequently they did not have much 
time for practice; but they showed a willing spirit and an 
unconcern about the sad sea that was at once an inspira- 
tion and a pleasure. They even put over a very capable 
concert in the Officers' salon for the ship and army 
officers. Landing at Brest they toiled up the winding and 
winding (pronounced wind-ing) hills with full packs and 
blew themselves, much to the delight of the Brestonians, 
though at the expense of their own personal comfort. 

The Band went to Gievres and with much difficulty 
found places to practice in such places as quarters, or on 
tie piles, or out back of latrines. They were called upon 
for all sorts of execution varying from concerts to dances 
and funerals. They once played at a funeral with but 
nine pieces in the band and on another occasion with all 
twelve members present played "Nearer My God To Thee" 
for thirty minutes, while they widened the earthly berth 



of a poor American who was the subject of the funeral. 
The suspense between Heaven and Hell was almost kill- 
ing to the band. But not all their appearances were at 
funerals or in back of latrines, as the surrounding coun- 
try furnished good concert places in its many cafes and 
the cafes furnished the material for good concert^. 

By this time the band had grown to 28 pieces. Not 
that more musicians had been found but the band-leader, 
Sergeant LaCronne and others got busy and made some, 
and while the finishing touches were being put on the 
embryo musicians, Headquarters moved to Sorcy. 

Arriving at Sorcy the war broke out and the band 
broke in on lines of endeavor that not even the alluring 
posters of "Join the Army and Learn a Trade" had ap- 
prised them of. They were put on detached service from 
music and assigned to various details to play their part 
in winning the war. Ole Hanson was placed in charge of 
the rear, that is to say he was sanitary "Chef de Serv- 
ice," a strictly honorable position and not a mode of 
punishment. Dutch Otto did K. P. So did Frank 
Schropp. Barney Sicklick helped make garden. Morton 
was an orderly ; Hausaur was a dog-robber. Oh. they 
did everything from K. P. up to Sergeant Majors. They 
may not have leaned against a barrage or built them, but 
they at least maintained the bulwark of civilization, the 
mess halls and the latrines, and when their daily work 
was done they dug up their horns and played just for fun. 
Four nights a week they practiced, they say. 
And played concerts for you and me each Sunday. 

That's rotten j)oetry, but no matter how rotten the poetry 
it could not express or explain the trials and tribulations 
that the band went through to maintain itself as an or- 
ganization, and live up to the hopes of its father and 
benefactor. Colonel Slifer, who always maintained a 
hearty interest in the band and gave it his steady sup- 
port. While at Sorcy they played concerts in Void, 
Commercy, and Vaucouleurs, appearing at all public and 
festive occasions such as the Fourth of July, and July 
14th. They played for a dance with an impromptu or- 
chestra of nine pieces whose music consisted of two pieces 
of piano and mandolin music and got away with it. They 
played at a citation exercise for the French at Void on 
fifteen minutes' notice. Really we have not the space to 
chronicle the miracles of music that they put over. If 



(201) 



we were to catalogue the various activities of the band it 
would look more like an officer's qualification card than 
a history, and this must look like a history. They or- 
chestrated the music for that famous 21st Engineers 
Minstrel. They played any place, anywhere, any time, 
any how, any way. But music did not come to them as 
though they lived just off Broadway and if they repeated 
on their programs, or showed a tendency at odd moments 
to stray from the music as it was written, charge that 
up to a desire to please and give variety. 

It was while the Regimental Headquarters were at 
Sorcy that difficulty was experienced in getting the officers 
uj> in time for breakfast. Some fertile brain conceived the 
original idea of a fife and drum corps, and the band as 
the custodian of the musical destiny of the Regiment were 
selected to perpetrate the fife and drum corps. Per- 
petrate is a well chosen word; it is suggestive of so much 
in the line of criminology, and certainly that fife and 
drum corps was criminal. The band objected to the 
fife and drum corps, the officers objected to the fife and 
drum corps, the enlisted men objected to the fife and drum 
corps, but it served its purpose. After listening to that 
fife and drum corps for two minutes, no true soldier could 
lay inactive, and by the time they awakened and were 
moved to vengeance, the fife and drum corps had made 
its escape. But in the meanwhile the entire camp had 
been awakened. It was a grand and glorious feeling for 
the band when the fife and drum corps was dissolved. 

And then, after the St. Mihiel drive, when the Reg- 
iment moved to join the 1st Army in the Argonne, Head- 
quarters went to Vraincourt, where, also, music was a 
minor activity of the band, though they did conspire with 
the band of the 11th Engineers to pass away some of the 
evenings in bursts of music. LaCronne was at this time 
top cutter of Headquarters Detachment and extra motor- 
cycle driver. Tubby Marsh was a so-called Company 
Clerk. Bergquist was sent to Souilly as a key pounder. 
Leatherman was in charge of telephones. Roseberry was 
dog-robber for Colonel Slifer, Schropp got the D. S. C. 
(Drivers Street Cleaners), Cummings and Breckenridge 
got hogger's jobs during the Argonne drive. Wood rode 
courier. Each and every man in the band had some out 
side activity that kept him busy at all hours and it was 
only through a splendid "esprit de corps" that the band 
was held together at all. 

On the night the armistice was signed it was deemed 
fit and proper that the occasion should be celebrated and 
the band forthwith lent its aid to the occasion. Some 
officious 2nd Louie took upon himself to interrupt the 
festivities, but came upon Colonel Slifer in his activities 
and received a dressing down such as only the best friend 
the band ever had could give. It. well repaid the band for 
all its efforts to hear the "Old Man" give his well-deserved 
dressing down. 

And then the Regiment moved to Conflans. The mem- 
bers of the band were still on their various duties as 
clerks, orderlies, couriers, K. P.'s, etc., but an order of 
Colonel Slifer's brought them together once more and a 
house with a commodious hay loft attached was set aside 
as band quarters. Lieutenant Spurr, of Company F, was 
detailed by a Regimental order to the position of acting 
band leader, despite the fact that he could not read a 
note. Through the kind cooperation of the Battalion 
Commanders of the 3rd and 4th Battalions, the best 



musical talent of their respective organizations was offered 
to the band and in a short space of time it had grown to 
a total of forty-two pieces. Concerts were given each 
week "en farce la gare" at Conflans and two private cars 
were placed at the disposal of the band to carry them to 
Audun and Spincourt that they might play for the com- 




Reyimcntal Band 

panies located at these points. The orchestra, under the 
leadership of Barny Sicklick, got its tune up and then 
began playing for officers and enlisted men's dances and 
assisting in the vaudevillian efforts of the Regiment. 

The same difficulty which had been encountered at 
Sorcy in awakening the officers also was again at Con- 
flans. The war had broken out again and the 21st Engi- 
neers having gone back into the Army formations such 
as reveille and retreat began to appear on the daily time 
card. The idea occurred that probably the band in its 
full strength might be able to awaken the officers and men 
and so each morning they paraded around the quarters. 
It is some question as to whether their efforts were ap- 
preciated or if it was so understood that it was darn 
cold and dark in the morning, but before a full realization 
could take place, the practice was stopped, much to the 
delight of the band and the rest of the Regiment, as well. 

The war continuing and our entrance into the Army 
becoming more and more serious, the Regiment moved 
to the Casern at Labry, where the band was quartered in 
a palatial barrack just outside the stockade from which 
it made its daily pilgrimage to the drills, formations, etc., 
known as Guard Mount, Battalion Parade and Retreat. 
Short concerts were interspersed at appropriate moments, 
and the Band gradually asserted itself as the backbone 
of the Regiment though still unauthorized. 

Just what the future of the Band will be no one, not 
even G. H. Q., seems to know. But as a Regiment it is 
believed that we should give great credit to the voluntary 
efforts of the men who by their self sacrifice and intense 
interest have made the band not only a possibility, but a 
success ; and the credit must be placed at the feet of the 
men themselves and in particular to the musical ability 
and leadership of Sergeant LaCronne, Tubby March, and 
Roseberry. Each man in the band has given his best and 
to each of them we owe our thanks. To Captain George 
E. Miville for his interest and support many thanks are 
due. But it is due to the memory of Lieutenant Colonel 
Slifer that the band, as an organization, looks with 
bowed heads and fervid thanks for the many helps, kind- 
ness and hearty support that he gave it. They have lost 
their best friend and father. 



(202) 



TJi© SIhoek Troops 

(ENGINEERING AND SURVEY DETACHMENT) 

By Jolum C, Coyle 



The surveyors, or "shock troops" as they later be- 
came known throughout the Regiment, occupied a very 
important place in the work of the "21st. Organized be- 
tween February 28th and March 11th, 1918, to proceed 
with the surveys for the construction of the Sorcv-Corn- 
ieville line, they grew into a sort of permanent corps of 
varying numbers. Orphaned, like the Regiment they were 
part of, disowned by every company, the bane of every 
supply sergeant in the outfit, never was a more hard 
boiled independent gang of "seeveyors" brought together; 
as capable of taking care of themselves no matter where, 
as they were of giving a high standard of engineering 
service. The construction companies were called on for 
surveyors and the following "original shockers" reported 
at Sorcy : From Headquarters Company, Master Engi- 
neers Charley Henning and John L. Gressitt and Private 
Gustafson; from A Company, Privates Charlton, Gilbert, 
Corporals Glavin, Wm. H. Cooper, K. S. Cooper, Price, 
Lewis, Huddle, Duchac and Forbes; from B Company, 
Privates Oliphant, Coyle, Speck, Leisher and Livingstone. 
These were formed into several field parties and com- 
menced work under the direction of Captains Brown and 
Pumphrey, and Engineers Henning and Gressitt. After 
about a two weeks' stay in Headquarters barracks, the 
"shockers" made their first move towards independence 
by removing themselves into squad tents which they had 
erected near the officers quarters along the canal. Here, 
when the arduous labors of the day were done they could 
spend the evenings in restful "bunk fatigue," listening 
maybe to the native sons explaining "why is a native 
Min.'" or to the boy-wonder of the Cumberland Valley 
"soixante," when he would give his stirring dramatic por- 



mm 


ik-* - " * 


Hi <V,BV . 


— 


- Kinr 


m 

- !_/ 
wot ** 4 ' 


mm 

vy * 


P* #5 - #11 

» ■ - _ « # ; <ji 

.' $ »:» ■■•-.^■SMi* " 
«. » " w # » *» -' 




i 


• ' «■ 


— — '<■ 


t . 




~-~~J~— -U~jL-m- 


^ ** ~v^m 






fe. - 


jtm 



2\st Shock Troops, Labry, March M 

trayal in "one reel" of how he caught the minnow and 
"out-Isaaced" Iky Walton, or perhaps it would be the 
voice of "Stoneface Eddie" which would lull the gang to 
sleep, informing them how to pass inspections, only to be 
aroused in the morning by the excited voice of "Ollie" 
announcing "hot cakes for breakfast this morning, boys." 
A few weeks of tent life, however, and it was up to 



the surveyors to move again, ten of the party being 
ordered to Cornieville and attached to Company B, leav- 
ing the "yard .gang" of Price, Gus and Coyle with John 
L. to take care of the yard then under construction. It 
was here the "yard gang" brought into the ranks of the 
shockers that friend of all the "dog," and when on June 
10th the gang returned from Cornieville, never was friend 
more sought after than that canine at Sorcy yard. The 
field work having been pretty well pushed forward by this 
time, it was decided to start work on the "Stake Pile." 
It is freely admitted amongst the "shockers" that much 
of the success of the arduous work at the "stake pile" was 
due to the untiring energy and successful leadership of 
that noted runner and sturdy son of Tennessee, Cooper. 
K. S. It is also admitted that "Chris" was ably assisted 
in this by his friends and comrades in arms, "Dave" Hud- 
dle and Cooper, W. H. The friendship between "Dave" 
and "Chris" was "touching" at times and in later days 
when "Dave" in a French uniform attempted to storm 
Hill 37, single handed, almost receiving a citation, there 
was not a prouder man than "Ole Chris." Along towards 
the end of June, all work having been completed, it was 
thought the regiment would leave for the Luneville sector, 
and the shockers were ordered to be ready to go there. 
On July 1st, the first party comprising Engineer Gres- 
sitt, Price, Lewis and Coyle, started out for Baccarat 
and established themselves in the "Cristallerie" with F 
Company. The remainder of the shockers followed in a 
few days, their number increased by twenty-eight addi- 
tional men from A Company. This was a great sector for 
the shockers and Baccarat a "bon" burg. Never once, 
did "Specky" or "Sarge Case" hear the sound of "finish 
biere." 

After a month or so "preliming" and "topogoing" 
under Charley, John L. and Wad all over the landscape 
of the Muerthe and Moselle, work was stopped, turned 
over to the 12th Engineers and the shockers recalled to 
Sorcy, traveling back in an A. E. F. ("chevaux 8, hom- 
ines 40") special. Back at Sorcy and once more in squad 
tents, the shockers were allowed to rest up in waiting and 
in anticipation of the arduous task ahead of them in the 
drive on the St. Mihiel salient, which was known to be 
coming, and was expected any day. Three parties were 
organized for work in the drive, one to start from Rem- 
nauville, one from Flirev, and one from La Reine Camp. 
The make up of the parties was as follows : Starting from 
Remnauville — Lieut. Charley Henning, Corporal E. 
Glavin, Privates W. H. Cooper, D. Charleton, L. F. Gus- 
tafson, D. A. Leisher; starting from Flirey — Master 
Engineer E. L. Wadsworth, Corporal E. G. Forbes, Wag- 
oner A. E. Esterberg, Privates H. D. Oliphant, A. E. 
Speck, 0. E. Highfill; starting from La Reine Camp — 
Corporal H. J. Case, Privates J. P. Coyle, F. E. Bailey, 



(203) 



T. E. Wells. E. H. Baltz. Just before the start of the 

drive the parties were moved up to their respective start- 
ing points, and it was about this time that "Case" gave 
the surveyors their name, the "shock troops" — first in 
the regiment to start advancing and always staying in 
the lead. 

As surveyors, their work during the drive was ab- 
solutely necessary and was a big factor in the rapid 
carrying out of the work allotted to the 21st in linking 
uj3 with the German railroads. As men, they showed they 
were as capable physically as they were mentally, un- 
daunted by hardships or --hell tire. As an instance of 
their contempt for shell fire may be given the performance 
of shockers "Wad" and Gus at La Foine. While mak- 
ing a survey near the ammunition dump there, the Boche 
dropped a few shells around and on the dump, and while 
the dump was going off, the gallant shockers never hur- 
ried their speeder away a bit more than seventy miles per 
hour. 

The parties did not come through the drive scatheless, 
their ranks being thinned by the loss of "Ollie" and 
"Smithy," two of the B Company shockers going AWOL 
into Germany while out on reconnaissance work. Big 
"Esty" was also another "missing," having been drafted 
by Captain Pumphrey to navigate him over the mud 
holes in his motorcycle. However, "Estv" don't mind a 
little cussing any more than he does shell fire. 

"Charley" Henning also got into the casualty list 
with the loss of a pillow, which happened to be onlv a 
coat. Charley said all coats looked alike to him in the 
dark anyway, but "Bill" got hard boiled about it. Poor 
Bill, if he had only known, lie would have probably have 
said, "Certainly, Lieutenant, you can have my coat." 

Their work in the salient finished, on October 2nd the 
shockers once more mobilized at Sorcy and after a few 
days there again prepared to lead the way, this time 
in the drive between the Argonne and the Meuse. On 
October 10th they left for Vraincourt in the Argonne 
where they established headquarters, and themselves par- 
ticularly, in the most comfortable billet to be found. Here 
they distinguished themselves by their interest in the well- 
being and comfort of their more delicate confreres in the 
Regimental Band, allowing them an occasional view of 
the stove and other comforts of the shockers. 

There was little surveying for the shockers to do here, 
but as Engineer Scouts, while the battle line was being 
pushed forward towards Grand Pre and Romagne, they 
performed a service which was no mean contribution to 
the success of the Regiment in the preparations being 
made for the continuation of the drive beyond these points 
on November 1st. 

One more notch was added to the reputation of the 
shockers during these days, when, while out on duty as a 
scout "Stoncface Eddie" carried out a masterly and rec- 
ord breaking retreat from Dannevaux — without a map. 

During their periods of inactivity at Vraincourt, the 
repose of the shockers was occasionally disturbed when 
Jerry came over and unloaded, and one orderly retreat 
must be set down in the shocker's annals. Gilbert's in- 
ability to find space for his cot seriously interfered with 
the dignity of this now famous rout and only after his 
departure for Germany was the aisle freed. 

With the approach of November 1st, Engineer scout 
parties were organized for work in the continuation of the 
drive on that date, and they were formed as follows: To 



-tart from Grand Pre — Captain Brown, Corporal E. G. 
Forbes, Privates T. E. Wells, E. H. Baltz, F. E. Bailev, 
O. E. Highfill, A. E. Speck, K. S. Cooper; to start from 
Romagne — Captain Pumphrey, Corporal E. Glavin, Pri- 
vates W. H. Cooper, D. Charlton, L. T. Gustafson. J. P. 
Coyle, C. R. Bentz, Wagoner A. E. Esterberg. These 
parties during this drive again gave a service of the great- 
est value to the Regiment. Hiking night and day, often 
under shell fire, using their eyes and brains, going without 
sleep or meals, the information sent in by the "shock 
troops" was once more a big factor in the success of the 
Regiment. 

It was during this drive that the first prisoners 
credited to the Regiment were taken by "shockers" Coyle 
and Bentz. On November 1st, while following the advance 
in their line of duty, they got beyond the infantry and 
came on three or four of the Boche. No resistance be- 
ing shown and after an attempt was made to question 
them, they were sent towards the rear. It is said, how- 
ever, by other "shockers" that the Boche went back to 
the rear on stretchers and that the only reason why they 
couldn't compre "Hucks" Dutch was that they were too 
near dead to know they were still alive. 

A few days after the signing of the armistice, the 
shock troops' labors were again finished. 

A little later they gathered together again at Vrain- 
court to await the next move of the Regiment. 

This was the turning point in the career of the shock 
troops and when the Regiment moved and Headquarters 
and the shockers were established in Conflans. the gang 
were free to enjoy that ease and comfort they had so 
long looked forward to. With reveille, a thing unknown 
to them, awakened only (some of them) by Elmer "Blatz" 
taking a "Kansas wash" or perhaps by Captain Radford 
awakening "Jailbird Smithy," who had rejoined us, to 
assist him, it was thought, in looking for some lost morn- 
ing exercises, or a morning imitation by "Old Bill Bailey" 
of "Bluebeard," the shockers were up and ready to play 
with the "dog" another day, cheered when their thoughts 
would revert to the days of the war, a cup of "hot coffee," 
when nothing stronger could be located, or by a little talk 
on "Good Fellowship" by "Buzz," happy now that he had 
"little Hi" able to tuck himself in with a clean face and 



w 


I y 1 1 






-UJ. 


C 




* * » - * "'- *'* «* 


i~»- 


i 




- 


« » < • «i » » r • 


- 


\ 


c.. 


__ 


_ . 




• - «™ 


' 


- 




MB > 


._«_ _«_. . ,_«. . 


J,'.Z 








P* «»ufyy»«wr : «f"%«*'«ii 






_ 






& 


JB H 



Shock Troops of 2lst Surveyors, March 10 

all, or by "eyebrow" reminding us that he remembered 
when he used to wear a "tuxedo." 

February 3rd marked the end of their valuable serv- 
ices as shockers no longer are absolute essentials, they 
were demobilized, some returning to their companies, a 
few being retained at Headquarters for occasional and 
various duties. 



(204) 










#<ro##i&rArJb/ecy. 



History of Motor Detaelhrneeit 



The organization of the Motor Detachment with an 
equipment of 15 F. W. D. trucks, 4 Dodge touring cars 
and 26 motorcycles with side cars occurred in October, 
1917, and on December 6th they were sent to Newport 
News to await embarkation orders. 

It was on January 8th that the "Tiger" lifted anchor 
and with 850 heads of mules, horses and the Motor De- 
tachment on board proceeded to New York for a supply 
of water and oil. At high noon January 12th they de- 
parted for France. The Tiger was one of a convoy of 
twenty ships when on the third day out, something went 
wrong with the rudder and they laid for 36 hours, losing 
the convoy. After a futle attempt to rejoin it, the skip- 
per decided to take his ship through alone and headed for 
St. Nazaire by the most direct route. 

The detachment busied themselves scrubbing the decks 
and dog-robbing for the mules and horses. In the Bay 
of Biscay, often referred to as the "Sailor's Graveyard," 
one evening before they arrived at St. Nazaire they were 
expecting something to happen any minute, when sud- 
denlv a pistol shot was heard at the bow, then the gun 
spoke. On the horizon the form of a ship was visible; 
three times the gun crew fired, then the distant ship an- 
swered the signal and then passed on the port side. Two 
of the shells had punctured her hull for her failure to 
promptly reply to the Tiger's signals. 

Upon arriving at the Belle Isle, 3 A. M., January 
25th, a French pilot took the ship up the river to the port 
of St. Nazaire. After two days in the port orders came 
to proceed to Bordeaux which was reached February 1st 
and two days later the detachment went ashore. The 
equipment however was not unloaded until two weeks 
later, the boys having ample time to explore the city. The 
trucks when unloaded, were towed to the motor trans- 
portation service park where they were inspected and 
numbered. This done they were moved to Camp Genicart 
and fitted with transport bodies. The touring cars 
and Dodge trucks were uncrated and assembled before 
being taken to the Service Park. 

During the above operation Colonel Peek wired for 
touring cars and later for six trucks. Three touring cars 
in charge of Sergeant Anderson were sent to Nevers and 
a few days later Sergeant Fagan convoyed the trucks to 
the same place. The trip was made in a trifle over three 
days with only one mishap, a main drive shaft in the 
transmission of one of the trucks broke and it was nec- 
essary to leave this truck at Limoges for repairs. 

The day following the arrival of the trucks at Nevers 
they moved Regimental Headquarters, including their 
equipment, to the train, and loaded it on the cars includ- 
ing the motor equipment, and the whole outfit moved to 
Sorcy. Here the motor detachment, were engaged in 
hauling barracks, telephone poles, stone and supplies of 
all kinds, driving in rain and mud. 

The latter part of May they started hauling sand, 
gravel, cement and lumber for the French at Forts Giron- 
ville and Liouaille. This work was originally done in day- 
light but as the roads were under direct observation and 



the Germans started to shell the roads, it was necessary 
to work under cover of darkness. Thirty trucks were 
engaged in this work, ten of which were furnished by the 
23rd Engineers. The loading was done at Vertusey and 
Commercy from barges. The first trip each evening 
started from the canal at 7 P. M., arriving at Boncourt 
about 8:30. Here they waited at the foot of the hill un- 
til 9:30 P. M., when it was quite dark, then continuing 
up the hill through a small woods where the French in- 
fantry had their headquarters in dug-outs, and out into 
the open between the infantry and artillery, almost at 
the skyline where they unloaded. 

This work for the French was finished in August and 
preparations for the St. Mihiel offensive were started. 
Their part was principally the transportation of troops 
to the front. The traffic on the roads was extremely con- 
gested and as the day of the drive drew nearer the traffic 
increased until at night it was still a solid jam of truck 
trains of troops, supplies and ammunition, artillery, 
machine gun carts and marching doughboys, all struggling 
for a foothold on the dark roads. 

After the St. Mihiel drive, in the latter part of Sep- 
tember they moved the Regiment to the Meuse-Argonm 
Sector. Company A was moved first ; fifteen trucks be- 
ing used in charge of Wagoner Conellv. They proceeded 
from La Reine via Apremont, St. Mihiel and Verdun. 
Upon their arrival they found the French heavy artillery 
hard at it ; the Germans replying rather weakly. A stop 
was made at Verdun for a few hours sleep, continuing at 
daylight through Dombasle, Vraincourt, Neuvilly and 
across what only a few days before had been "No Man's 
Land" to Varennes. The roads in this region were al- 
most impassible, one shell hole after another. Darkness 
caught them between Cheppy and Malancourt. Continu- 
ing for a while some of the trucks got stuck in the mud 
while others went astray on wrong roads. A stop was 
made here for sleep, the drivers sleeping upon the truck 
seats. 

After unloading A Company at Malancourt they went 
back to pull the trucks out. of the mud and shell holes. 
Just as they were about to leave, a German plane came 
over after four observation balloons. He dived at the first 
one and got it, then at another. The balloons were be- 
ing pulled down by this time, so he missed. He dived at 
it a second time and missed, all this time the balloon and 
plane were getting closer to the ground. The third at- 
tempt his bullets hit and the balloon went up in smoke. 
Now the plane was real low and he turned his attention I 
the truck train, taking one dive at them with his machine 
gun open. He hardly started when they were wallowing 
in the mud under the trucks which was about knee deep. 
The anti-aircraft made it pretty hot for him so he beat 
a hasty retreat to his fatherland, with several allied piano 
close on his trail. Of course they did not run from the 
Boche — hell, no, they got under the trucks to avoid being 
hit by anti-aircraft fragments which fell pretty thick 
around them. 

Arriving back at Sorcy late in the evening of the 



(206) 



fourth day, they repeated these trips until the whole regi- 
ment was moved and securely planted in the Meuse-Ar- 
gonne. They were often out for a week at a time sleeping 
on the trucks and eating wherever possible. I doubt if 
they ever missed a meal, though it is probable that many 
were postponed. 

After hauling troops one night to Buzanev, which had 
been evacuated by the Germans the day previous, they 
were returning to Grand Pre and endeavoring to get there 
before dark on a badly shell-torn, congested road. How- 
ever, darkness overtook them. Nearing Grand Pre the 
searchlights were looking for a Boche plane. Not much 
attention was paid to this commonplace occurrence until 
a touring car with its lights on passed them. The enemy 
plane was probably looking for this, as he immediately 
dropped three bombs directly upon the road a short dis- 
tance ahead. The Motor Detachment at once took an- 
other mud bath under the trucks and alongside the road. 
The bombs wrecked the touring car and two trucks in 
the train ahead of them. After clearing the road they 
arrived at Grand Pre about midnight. 

On return trips from the front it was usual to carry 
back prisoners, refugees and the slightly wounded, thereby 
eliminating the uselessness of running empty. 

One one occasion a truck lost a front wheel bearing 
in a collision, between Boulny and Grand Pre. It was left 
on the roadside until another bearing could be brought 
from Dombasle. Dixon, Hamilton and Coffin an went out 
to make the repairs. It being night and too dark to work 
with facility, a few candles were lighted and work started 
on the new bearing. They were at work a short time 
when "Fritz" sent over a shell which landed too close for 
comfort. They made for a dug-out with the wheel, de- 
ciding to put the bearings on there. Just as they were 
entering the dug-out another shell hit the mud nearby 
with a dull thud and they probably owe their present good 
health to the fact that it was a "dud.'* 

The armistice was signed, but that did not relieve the 
Motor Squad. Their work continued, gradually diminish- 
ing, until they were relieved at Conflans, Meurthe et Mo- 
selle; finally driving and turning in all the trucks at a 
Salvage Depot on the Regiment leaving Labry and mov- 
ing to Le Mans. There the Motor Squad were disbanded 
and returned to their various companies. 



MOTORCYCLES 

Twenty-six side cars and eight solos were set up and 
put into operation at Sorcy Motor Park in February, 
under the supervision of Lee Epperson. The main diffi- 
culty at that time was breaking in men for this kind of 
work, owing to the fact that the 21st Engineers was com- 
posed mainly of railroaders. However, with a little prac- 
tice, bronco-busters and hogsheads were soon running 
and repairing motorcycles like experts. A rough field 
was selected as a practice ground ; each man was given a 
machine and started out over the field, one could hardly 
tell whether he was riding the motorcycle or vice versa. 
The shop was nothing more than a tarpaulin held up by 
two poles, which did no more than keep the rain off. Most 
of the side cars were assigned to the Companies, while the 
solos were held at Headquarters for courier work. 

The repair work was heavy owing to poor condition of 
the roads, caused by the continuous rains. Tools were at 
a premium and there were no spare parts available. When 
parts were required it was necessary to repair or make 



new ones and by the cooperation of the men they kept the 
cars going. Just previous to the St. Mihiel drive when 
the roads were congested they were kept very busy and 
found it very trying, as they were not permitted to use 
lights. As the motorcycles are small they were allowed 
to pass trucks, aud touring cars and even to cross the 
fields when the roads were rendered impassable. 

A dispatch rider upon receiving a message to be de- 
livered is simply told to deliver it to Commanding Officer 

at - as soon as possible, that means P. D. Q. It 

matters not what time, where, or how congested the roads 
are, or what kind of weather, he must deliver it at once. 

After moving to the Argonne they constructed an im- 
provised shop out of boards and tin. Conditions here 
were much worse than at Sorcy, and the mud was nearly 
knee deep, as it rained nearly every day. It was necessary 
to remove the mud guards and let the mud fly, the ears 
were also fitted with chains on botli wheels. The roads 
were in a deplorable condition, owing to the heavy shell- 
ing they were subjected to and the heavy traffic. 

The motorcycle was found to be the best and quickest 
way to deliver messages to the Front and with the untir- 
ing efforts of the shopmen they kept going until the sign- 
ing of the armistice. At Conflans they still operated the 
"Veteran" cars until the Regiment migrated to Le Mans 
in March, when the cars were turned in. 



REGIMENTAL POST OFFICE 
By H. A. Glaves 

Our Regimental Headquarters building at Camp 
Grant, Illinois, marked the site of our first Regimental 
Postoffice. The mail was handled by a detail of three 
men. Here, while we were still rookies, we were permitted 
to receive packages of preferred dainties from home. Upon 
our arrival at Camp Merritt, New Jersey, Sergeant C. 
F. Alloway assumed charge of the post office. On Christ- 
mas Day the incoming mail swelled to such proportions 
that it necessitated the help of eighteen additional men. 

Our first Regimental Post Office in France was located 
in one spare corner of the Y. M. C. A. building at Chal- 
leuv and we received our mail in bulk through A. P. O. 
TON, Nevers. 

The Regimental Post Office was established at Sorcy 
and immediately after the completion of our Regimental 
Office a small room was allowed for that purpose. Alpha- 
betically marked pigeon holes were devised and in con- 
junction with the large durable mail sacks this work was 
somewhat facilitated. Through the faithful efforts of our 
mail detail the system of distribution was advanced to a 
high degree of perfection. It was shortly after our ar- 
rival here that the Government put the ban on our re- 
ceiving packages from home. This relieved the congested 
condition of mail considerably and lightened the burden 
of our mail department. A chute running from the outer 
entrance of the room to the slightly elevated roadway 
proved practical in transferring the mail from motor 
truck to the office. The mail was received at the railroad 
station and brought to the office by motor truck. Later, 
due to the increasing influx of troops in this vicinity, the 
corresponding increase of the mail business necessitated a 
change in the system. Accordingly, a building was con- 
structed adjoining the station. A few additional men to 
the personnel were constantly occupied in this work. At 
this juncture the sergeant in charge was transferred to 



(207) 



the American Postal Service and A. P. O. 747 was in- 
augurated at Sorcv. Mail for the 28th Engineers and 
the Quartermaster Department was handled through our 
office. Our extended stay in Sorcv afforded ample time in 
which to perfect our system and the members of the mail 
detail became popular among the boys. 

After our arrival in the Argonne Sector the A. P. O. 
was moved to Commercy and our portion of mail was con- 
veyed by motor truck from that point to Vraincourt at 
which place our Regimental Post Office was established. 
Although this was for a brief period of time, our mail 
was apportioned with prompt regularity. During the 
busy season several members of the 21st Engineers vol- 
unteered to assist the regular force. When the heavy 
laden truck returned the mail was sorted and ready for 
distribution in a remarkably short time. The various com- 
panies of our regiment called for their mail by motor cycle 
courier. At this time mail reached us from the United 
States in approximately four weeks. Up to this time a 
rigid censorship was imposed upon our outgoing corres- 
pondence. Immediately after the relaxation of these re- 
strictions we were at liberty to relate our experiences and 
furnish our friends at home with a verbal description of 
France and her people. 

For a period of one month after the signing of the 
armistice we were billetted in Conflans and a spacious 
room in the railroad station was allotted to the post office. 
Here on many occasions the mail detail labored until long 
after bed time to please the inquiring correspondents. 

While stationed at Labry, our mail was handled in a 
very appropriate building nearby the main entrance to 
the parade grounds. 

In a final effort to mail all accumulated souvenirs home 
prior to our sailing, the mail room was invariable heaped 
full of boxes and bundles of various shapes and sizes. 

During our brief stay at Le Mans, our mail orderlies 
took refuge in a squad tent and the time of delivery from 
the U. S. A. to France was curtailed to about fifteen days. 



they were bunching far too many around us. The corporal 
said: "Let's get out of here," grabbed his gun and started 
off. I said "Corporal, you're not going to leave me here 
alone.*' "I'm going somewhere where there is more pro- 
tection," he said. This is about as a good place as any, 
I told him. Just then a big shell came in with a scattering 



A NIGHT IX THE ARGONNE 
Private L. A. Lunsford, Co. A 

The shells had been coming in all night, growing 
thicker as it neared daylight. It was the first of Novem- 
ber and the last push of the Argonne drive. The little 
narrow gauge stretched away, winding through the hills 
and valleys ; the grade seemed to be in pretty good shape, 
but about every other section of track had been blown 
away. It had to be repaired and it was up to us to do the 
work. 

A detail was sent on ahead to smooth out the wrinkles 
where sections had disappeared. It was pretty hot around 
there all morning, but toward noon it seemed to get still 
warmer, both the weather and the shell fire. A plane was 
overhead, little puffs of snowy white floated high up 
where the "Archies" break, looking back along the line, the 
rest of the men seemed to have disappeared. We must 
have worked pretty hard and were far ahead of them. 
Continuing around the next curve, the noise of the shells 
screeching and bursting, we heard the sharp crack of ma- 
chine gun fire and the sing of the bullets. We decided 
we had gone far enough. 

There was a cut just ahead of us. We made for it 
and hugged the sheltered side of it. The German shell 
fire had been scattered but it seemed there in the cut that 




The Regimental Post Office, Sorcy Care 

of dirt and he beat it down the grade. It seemed lonesome 
after he had gone. I could hear the shells coming with 
their peculiar screech, getting louder and louder as it 
came, and I'd wonder where each one would land. I heard 
one coming that I thought was going to be close — a deaf- 
ening explosion — the bank I had been hugging seemed to 
pile right on top of me. It seemed as if the dirt and stones 
would never stop coming down. I had figured that shell 
right. It was no place for me so I started off down the 
grade to try and find the rest of the detail. Dodging 
from one cut to the next, lying flat on the ground half of 
the time, and finally reached some of our detail. Passing 
a doughboy on my way back, he stopped to speak to me 
but I couldn't answer him; my power of speech had dis- 
appeared. 



THE WIRE TAPPERS 
Bartlett Schilling, Co. D 

The following is the first incident of wire tapping that 
our linemen ran into. The telephone lines that leaves the 
L.R. at Cut Off Siding and runs through the wood to 
Boucq had evidently gone crazy. Every one was talking, 
the artillery were talking brokenly of a barrage, the bal- 
loon section of gas and observation, the French were 
screaming in strained voices and the 21st Engineers were 
all out of luck. We couldn't talk to any one without an- 
swering a lot of impertinent questions and then having a 
third party interrupting. 

Trusty was sent out to locate the trouble and repair 
the malady affecting the line. About three-fourths of a 
mile back in the wood the top of a small sized tree had 
been cut down in a manner to foul all of the wires and 
short them. A little way above was found a camping 
place of two men. There was indications of American 
canned goods to have lasted for fully two weeks. As the 
line had not been patrolled the probabilities are when the 
parties had left they had done what was possible to delay 
communication. 



(208) 



Notes ©o Light Railway M©tive Fow©ir and Rollieg §t©©k 



The American Sixty Centimeter Motive Power con- 
sists of the following types: 

Steam locomotives, 2-6-2 type, saturated steam, side 
tanks, weight 17 tons, total wheel base 15 feet, 7 inches, 
with a maximum height above rail 9 feet 3 inches, and 
maximum width of (5 feet 5 inches. 

Gasoline locomotives, 4 wheel, 4 cylinders, water cooler 
type, 50 h.p., weight 7 tons, and a few of the same type 
but 35 h.p., weight 4 tons. 

In the Tour Sector the steam power was used on the 
well constructed (usually) trunk lines operated from the 
railheads to the advanced ammunition, ration and engi- 
neer dumps. Traffic handled on these lines was very heavy 
and engine tonnage was rated and maintained as carefully 
as that of the standard gauge railways. The gasoline 
locomotives were usually operated under decidedly differ- 
ent conditions, their use being necessary on secondary lines 
of light construction or new track and they were especially 
designed for use on the advanced lines near the front, 
which were under enemy observation. 

Due to the power and reliability of the steam engines, 
it was found advisable to use them wherever track condi- 
tions would permit, regardless of enemy observation, but 
where track conditions were poor the gasoline engines 
were of great service due to their lower center of grav- 
itv; outside frame and lower overall. The gas engines 
also rendered good switching service at and around bat- 
tery positions and supply dumps. After the St. Mihiel 
salient had been reduced and new lines built to connect 
with the captured German railways, operation was greatly 
handicapped by poor track conditions. However, as fast 
as the track could be put in first-class condition, steam 
power was placed in service, and early in October steam 
engines were running regularly to Xivray and nearly to 



Ifefe 












l^r^H 


-i 














fcgjjE 








V. fS 


■|»v .-'JttL 
















fef 


ft^lfe* 


M 




■ s^7^*" 


^■^SC "iiiCr" 








; ■•"' 


i 


,Jt-,.ft 


. 








i 


x 




V. ^v^"". 


— 



Narrow Gauge Siding at Ammunition Dump near Abainville 

Thiaucourt, and a number were in service from YVoinville 
to a point near St. Benoit and to Yigneulles, although 
gasoline engines were still in service between Xivray and 
Woinville. Under average conditions in the Toul Sector 
it was found advisable for the steam engines to take water 
every 15 kilometers and coal every 30 kilometers. The 



gasoline engines were capable of an average day's work 
on one filling of gasoline, or 25 gallons. 

While sections of track on the old Toul front were in 
plain view of the enemy and steam power was used regu- 
larly, very little shelling was experienced. The fact that 
their escape was not the lack of visibility was often proven 
I iy night-raiding parties into the enemy lines, who re- 
j>orted that our engines could be readily heard and lo- 
cated operating in the vicinity of such places as Naugin- 
sard, Edgewood, etc., and it would seem that the operation 
of steam engines close to the lines might have caused 
severe losses on a more active front. 

On the Argonne-Meuse front the conditions were much 
harder on the power. The length of haul became so great 
and was increasing so rapidly that it became most difficult 
to furnish even running repairs. Engine water had to be 
taken mostly from shell holes and the lack of facilities for 
washing boilers, etc., brought the power down to a far 
poorer standard of general conditions than ever before. 
The rapid advance of the lines required operations over 
hastily repaired German track, and engines, both gas and 
steam, were operating over 20 miles from the nearest shop. 

During the last month of the war the regiment em- 
ployed three or four British 40 h.p. Simplex gasoline loco- 
motives, which proved very serviceable, and compared 
favorably with the American gas engines. They proved 
to be simple in construction and operation, extremely 
powerful for their weight, and excellently suited for oper- 
ation over rough track. 

At various times a number of French steam and gas 
engines were loaned to the regiment. The steam engines 
were of four types, as follows : 

The model 1888, doubled end 4-4 type, total wheel 
base 12 feet 16 inches, weight 15% tons. 

The Kerr-Stuart 0-6-0 type, total wheel base 4 feet 7 
inches, weight 14 tons. 

The Decauville 0-6-0 type, total wheel base 4 feet 7 
inches, weight 11 tons. 

Baldwin 0-6-0 type, total wheel base 5 feet 8 inches, 
weight 15% tons. 

The gasoline engines were the Schneider 0-6-0 type, 
water cooled, 4 speed, total wheel base 4 feet 8 inches, 
weight 11 tons. These engines, while they had their 
defects, proved conclusively that it would be possible to 
construct both steam and gasoline locomotives better 
suited to the requirements of the light railways than those 
we had, since trains could be handled over much poorer 
track with greater safety and speed. Lieut. Chandler 
states the five main faults of our present type 2-6-2 steam 
locomotives, as follows : 

"1. The high center of gravity, which caused fre- 
quent upsets to the danger of the crew and inconvenience 
of the service. 

2. The failure to negotiate curves easily, which was 
a great inconvenience to the operating department owing 
to the fact that they could not send them over certain 
lines where sharp curves and heavy business are present. 



(20!)) 



3. The entire weight not being employed for adhesion, 
only 68.19% of the weight of the locomotives was avail- 
able for traction purposes. 

4. They are very conspicuous at night because of 
the sparks shooting high in the air and the light from the 
fire door and ash pan. In connection with the sparks, 
there have been several cases where camouflage on cars 
and guns, as well as fields and woods near ammunition 
dumps have been set on fire by sparks from the locomo- 
tives. 

5. The great difficulty in making the engines steam 
with a low grade of coal. 

There are several minor changes which could be made 
such as in the wedge bolts, grates, position of adjustment 
screw of brake rigging, the possibility of rocker grates, 
hole cut in rear of coal box opposite fire door to facilitate 
boring the flues now made difficult by front end arrange- 
ments, etc., which might be taken into consideration. The 
best engine from the mechanical point of view would be a 
double truck geared locomotive. 

1. Because the possibility of a very low center of 
gravity. 

2. Could negotiate curves easily; for example, the 
performance of the French Pechot locomotives on curves. 

3. The weight being entirely on drivers, so causing 
the entire weight to be utilized for adhesions and tests 
have shown that a geared locomotive can pull 75 or 100 
per cent, more than a side rod locomotive of the same 
weight on drivers. 

4. As there would be but little jerking motion 
through the stack a Radley and Hunter smoke stack would 
practically prevent sparks leaving the stack if coal or 
wood was used as a fuel. 

5. A large heating surface and grate area as com- 
pared with the tractive effort would give good steaming 
qualities with bad coal. 

6. Such a locomotive, owing to the fact that there 
is no nosing motion, would be extremely easy on poorly 
ballasted or light track. 

7. The design of such an engine would be great] v 
facilitated if crude oil or gasoline could be used as a fuel, 
as more steam can be produced in proportion to the size 
and weight of the driver." 



ROLLING STOCK 



American light railway freight cars include: Box 
cars, inside height, 5 feet 8 inches ; gondolas, sides 2 feet 
high, inside and flats. These cars all have a capacity of 
22,000 pounds, inside length of 19 feet 10 inches; inside 
width 5 feet 5 inches, and weight 10,900 lbs., 9,000 lbs., 
and 8,000 lbs. respectively. Tank cars are 2,000 gallon 
capacity, weight 12,200 lbs., with same length and width 
as other equipment. The box cars proved somewhat unre- 
liable for general use. They were top heavy, too rigid, 
and had a great tendency to turn over when derailed. 
The same may be said of tank cars when filled with water. 
The gondolas proved to be good, serviceable cars, as also 
were the flats. Several points about the American cars 



tan be legitimately critised. In the gondola class the 
side door fastenings could have been improved upon 
greatly. The draw bars, which were of a British pattern, 
though much longer, had too much play, and this was the 
greatest contributory force towards breaking them while 
coupling the train, as too frequently it happened that 
the trainmen did not see to it that they matched properly 
before signaling to the engineer. 

Another fault was that the draw bar head was not 
quite strong enough, having a tendency to break, causing 
trains to part, especially on severe grades. The wheels 
were good, yet had the flange been less tapered and a little 
deeper, derailments might have occurred less frequently. 
The cars had good brakes, but could have been improved 
had they been equipped with simple and standard brake 
handles. As a whole, the American rolling stock may be 
classed as very good, but possessing too much dead weight. 
The British had three general types of cars, the gon- 
dola, flat and tanks, although they had a few improved bo:x 
cars. The cars were of an average length of 18 feet and 
were referred to as "D" and "E" types. They were of 
the double wooden truck variety, with drop sides, and have 
a capacity of ten tons. Owing to the narrowness of the 
wheel tread, cars frequently left the rail, especially on 
sharp curves. Another fruitful cause of derailment was 
their rigidity, which was not lessened by the fact that the 
coupler was attached to the truck instead of from the car 
body. 

There was always considerable delay in repairing bad 
order cars on the road, unless the classified number was 
given, as the parts of the different types were not inter- 
changeable ; this emphasized the need of standardized 
equipment, which was observed in the construction of 
American equipment. 

The French used a model 1888 steel "Artillery" or well 
flat car built especially for ammunition hauling, length 21 
feet 10 inches, width 5 feet 5%. inches, weight 7,671 
pounds. The gondola was Decauville, manufactured 




Narrow Gauge Bridge Near I 'oid 

length 18 feet 11 inches, width 4 feet 7 inches, weight 
8,378 pounds. The French cars were well constructed and 
possessed good brakes. They also had draw bars attached 
to the trucks. They had mostly been in hard service and 
were not in first-class condition, many having sharp 
flanges, which frequently caused derailments. 



(210) 



HOW COMPANY O WENT A. W. 0. L. 

The company was on the way to Abainville (Meuse) 
from Le Havre, and the train, which consisted of the 
usual cattle-car passenger coaches, pulled into Chaumont 
about dark on December 8, 1918. On inquiries, the Chef 
de Gare and various R. T. O.'s gave out the news that the 
train would leave there at 5 A. M. the following morning. 
It was ordered by the C. O. that the men must remain m 
or near the cars, and guards were posted around the 
train to enforce the order. Arrangements were made with 
the French Red Cross to use their kitchen for making 
coffee. We had the cooks and the coffee, and hence it was 
not long until the men were all being served with some 
real coffee — a beverage they had not had in three days — 
hence it was more than welcome. After the coffee was 
gone the guards had a hard job handling the nun and 
keeping them from breaking through the lines. 

The four officers ( let us call them Lieuts. A, B, C and 
D), for various reasons, went downtown. They entered 
the officers' "Y," where Lieut. I) settled for the evening in 
front of the big fireplace. Lieuts. A and B said they were 
going to a movie show. Lieut. C stayed at the "Y" for a 
while, then complained of a headache, and returned to the 
train. In the meantime the company was slipping through 
the guards, as companies sometimes will do, prowling 
around the yards and station, and making various little 
excursions. The movie show not proving very entertain- 
ing, Lieuts. A and B also returned to the train, just in 
time to find a "Frog" yardmaster running up and down 
the yards ti'ying to load the men into the train. They 
had decided to hook it behind a freight that was going 
in the required direction, and not wait until morning. It 
was certainly a sight to behold — that poor bewildered 
Frenchman dancing up and down, trying to get the train 
loaded, but the men refused to do it on his order, probably 
because they did not understand him. The officers (Lieuts. 
A, B and C) soon straightened things out and put the men 
aboard. The train was made up with Company at- 
tached to the rear end, and it pulled out at 9 :55 P. M. 

Ten minutes later Lieut. D. walked out in the yards 
and found himself companyless. Inquiring at the R. T. O. 
he received the reply that the train was scheduled to leave 
at 5 A. M. the next morning, and that the French Chef 
de Gare could locate the train in the yards. About this 
time three enlisted men made their appearance and asked 
rather sheepishly if the train was still in town. Then the 
Chef de Gare broke the awful news — that the train had 
just departed, and the four agreed they were S. O. L. and 
that the company had gone A. W. O. L. However, they 
were directed to get on a French passenger train going in 
the same direction, get off at St. Dizier, and wait for the 
rest of them. 

At St. Dizier the lieutenant waited all night in the 
R. T. O.'s office, but no troop train came in. The three 
soldiers went to a rest camp near the station for the night. 

The next morning the puzzle was solved — to get to the 
final destination the organization would turn out at Join- 
ville, and not at St. Dizier, and then go over to Gond re- 
court. The last detachment was redirected and started 
for Joinville, where they should have stopped off the night 
before, with instructions to go to Gondrecourt from there. 

Arriving at Joinville, a train was just leaving the sta- 
tion, which the R. T. O. informed us was the last train for 
Gondrecourt until 5 :50 P. M. It was then 8 A. M. Once 
more we were S. 0. L. — forced to spend a whole day in a 



little French village, with small chance of getting anything 
palatable to eat, and. of course, we had nothing Lo eat 
with us. 

We got by though, and as all things have an ending, 
the day finally wore away, and the strays finally got the 
5 :50 and reached Gondrecourt after a tiresome, hungry 
trip, walked the 3 kilometers to Abainville, and recovered 
their lost company, but they had learned their lesson: not 
to trust French trains out of sight, or to get careless and 
let tlie company go A. W. (). I.. G. E. M. 



COMPANY A LEAVES THE ARGONNE 

During November Company A was stationed at Ro- 
niagne. On the 2.5th orders came to move. It was a 
typical moving day, rainy and muddy. We struck our 
tents, loaded packs, stoves, tents and miscellaneous com- 
pany supplies, including a German piano, on fourteen nar- 
row gauge cars pulled by two steamers. The rails were 
wet and tlie coal slack, consequently, at all the heavy 
grades we had the pleasure of pushing our train. We left 
Romagne at 3:05 P.M. and with much difficulty com- 
pleted the eight kilometers to Montfaucon by .5:40 P.M. 

In one of our gondolas we had room to stretch a tar- 
paulin, and with a little dry wood started a tire. By 
changing seats every few minutes in order to lie nearer 
the fire a dozen or more of the boys managed to keep dry. 
This caused much argument from the car behind as the 
smoke from the stove proved disagreeable, but an addi- 
tional length of stove pipe finally soothed their feelings. 

At Montfaucon we waited on a sidetrack for two 
hours while a new crew was being called. It was pitch 
dark and still raining. On investigating a bright light from 
a box car we discovered what proved to be a Y. M. C. A. 
on wheels. A mad rush was made for cigarettes and 
candy. About the time the boys were lined up in good 
numbers, one of our engines started shifting the car 
from track to track, notwithstanding the darkness. The 
fleet footed ones finally managed to purchase a few sup- 
lilies, and enjoyed a cigar and a package of cookies for 
supper. 

Leaving Montfaucon, we arrived at a switchback in 
the woods and spent an hour there during a heavy down- 
pour. After finally getting the block, we made Cheppy 
without further mishap at about 11 P.M. Here the 
orders were — everyone get packs and guns and line up 
along the train. Naturally these packs were on the bot- 
tom of every car, covered up with bunks, stoves, squad 
tents, kitchen supplies and other light articles. However, 
tlie formation was finally carried out in true military 
style. 

One sergeant and the first three squads were ordered 
back on the cars in order to guard our train. The com- 
pany was marched to a barracks and made themselves 
comfortable on the dirt floor. The train was pulled out and 
placed on a sidetrack at Cheppy Junction. Here we 
stayed Monday night, Tuesday and Tuesday night, sleep- 
ing on the cars or sitting up around a fire. 

Tuesday morning it was necessary to eat. The 
guards in their search of the kitchen car found a real 
treat — oatmeal, and proceeded to prepare breakfast. This 
was very successful and many mess kits of oatmeal were 
devoured. However, one poor private was out of luck, 



(211) 



a handful of salt had been placed on a bench near the 
sugar, this private, in his mad rush to get seconds, used 
the salt in place of sugar. After eating a small portion 
of the oatmeal a strong argument was started between him 
and the cook. However, another can was salvaged and 
there proved to be plenty for all. 

On Wednesday morning the cars were unloaded and 
the supplies transferred to trucks. After everything was 
set and we were ready to proceed, the order came for the 
third squad to remain and guard the balance of our be- 
longings which we did not have room to load. This caused 
much grumbling from the third squad as their packs 
and guns had been loaded underneath those of the biggest 
portion of the first platoon. However, all succeeded in 
finding their packs and the trucks departed. A tent was 
put up in haste in the rain and we had another home. 

Two of the boys took bicycles and went to Varennes 
on a purchasing expedition. They returned with cookies, 
cigarettes and chocolate from the Y. M. C. A. After much 
verbal and hand action, we talked a French pigeon outfit 
out of two canteens of vin rouge at five francs a canteen. 
After visiting three of the neighboring camps, another 
one of the fellows succeeded in procuring grease in order 
to fry potatoes. Supper was prepared and "French 
fried" were made until ten in the evening. Some good 
home-made fudge was then manufactured, and this eve- 
ning was a great success, despite the disagreeable weather. 

The next morning brought Thanksgiving Day. Our 
dinner was in preparation, when the trucks arrived to 
move us. Again we loaded up and were soon started for 
Audun-le-Roman. We reached Verdun at about one and 
stopped for ten minutes along the road in order to eat 
our Thanksgiving Dinner, which consisted of small cans 
of beans and a few cans of tomatoes. After this bountiful 
repast we started once more and by dark we arrived at 
Spincourt where we inquired the way. Here our Thanks- 
giving supper consisted of more cold beans, the supply of 
tomatoes had been exhausted. 

By this time it was very dark and raining heavily— 
our trucks had no lights so we proceeded slowly. After 
about two hours travel we arrived at the village of 
Prentin. As no one seemed able to properly direct us, we 
decided to spend the night there in a German aviation 
camp, and fixed our beds on the floor frightened the rats 
into the corners and had a midnight lunch, which consisted 
of more beans. 

The next morning we arose at an early hour, someone 
inquired as to what we would have for breakfast. This 
caused much laughter as beans were our sole stock in 
trade, and none of us believed in the "beanless days." 

After the hearty breakfast, packs were rolled and we 
were soon on our way once more and we arrived at Audun 
without further mishap. We set about fixing up our new 
quarters, but, our troubles were not over. Some oatmeal 
which belonged to our officers was missing and the third 
squad was suspected. The sergeant in charge was called 
on the carpet and after a conversation with the captain 
brought the joyous news that the third squad would re- 
port for duty on the grade at once. After much grumb- 
ling the hours passed and recall finally sounded. Then 
we had the pleasure of fixing our quarters after hours. 
The journey was now complete and Company A estab- 
lished in its new home as befitted members of the 21st 
Engineers. 



A LUCKY CHANCE 
Bartlett Schilling, Co. D 

We had our first glimpse of the Boche Light Railway 
on September Kith. Two of our tractors were sent north 
of Montsec to salvage whatever L.R. equipment Fritz 
hadn't time to move when they retreated. They were en- 
tirely unfamiliar with the territory they were entering. 

It was quite dark when they came to what later proved 
to be a round house and prison camp at St. Benoit. They 
struck camp for the night and started the work of con- 
centrating the scattered equipment next morning. They 
had no idea where the front was but kept going thinking 
they would see indication of it before they had gone too 
far" 

Coming to a large open field they saw in the distance 
two Boche box cars on a siding. Without hesitation they 
were coupled and started back with them. 

One of these seemed to be particularly pro-German 
and jumped the track five times before getting back to the 
wood. An infantry Major stopped them and told them 
"Stay out of the open, I suppose you did not know that 
you were only a quarter of a mile from the front?" 

At that point one was under observation for at least 
three miles before meeting a depression of any kind. How- 
ever, they did not draw a solitary shot. An example of 
the good fortune we have had in our entire experience on 
the front. 



THE MOVE TO THE ARGOXXE 

At four o'clock the morning of October 8th Company 
D got aboard the six L.R. Trains and we started for 
the indefinite somewhere. The various detachments were 
called in, and desjiite the heavy rainfall it was like a re- 
union, for the company had not been together since the 
latter part of March. The track through what had been 
"No Man's Land" was very soft yet and the travel was 
slow. At Huedicourt a halt was made to wait for night be- 
fore continuing the journey. The engines had tents cov- 
ering over the cab and coal tank to cover the reflection of 
light from the firebox. We were compelled to walk from 
this point for about five miles. The engines slipjaed badly 
in making the ascent to Vigneulles, the sparks giving 
the Germans a wonderful opportunity for target practice. 




Quarrying Ballast \\-,ir Sorcy 

As we detrained at a point north of Heudieourt a shell 
was heard whistling close. Instinctively many of us 
dropped face down in the mud. I knew that perhaps half 
the company had never before heard a shell scream and 
glanced around to see what had been done by those mem- 
bers. There wasn't a form visible. It was satisfying to 
know that all had the presence of mind to drop. That 
proved to be the first of a series of mud baths. We were 



(212) 



near a cross road and evidently it wasn't included in the 
German plans that there should be any traffic along those 
roads. There was an attempt made to get the men into 
platoon formation. Every time we would get to the middle 
of the road another shell would announce its arrival and 
the scramble for the ditches on the roadside began very 
promptly. During one of our submerging exercises one of 
the boys cut himself on a piece of barbed wire or glass, 
thought he was wounded and sent out an S.O.S. for first 
aid. Another was shoved through the camouflage of tin- 
fence covering the road side. It was decided to get the 
men out of there while there were- men to go. Little at- 
tention was paid to the formation. The shells came over 
at frequent intervals and we were kept busy mopping up 
more mud. 

Just after passing through Yigneulles, the bunch were 
stumbling their way along, talking as usual. Some one 
heard a shell and veiled "Down quick." Everyone jumped 
to a ditch on either side of the road. One of the fellows 
had braced himself on the sides of the ditch to keep out of 
a puddle of water, when some one jumped on his head as 
the shell exploded about a hundred feet across the road. 
We had a monotonous trip with many stumbles and 
bruises. We finally arrived at an old frame building where 
we were picked up by tractors operated by men who said 
they were 21st Engineers, and taken to their camp to 
await the arrival of our own trains. 

Seven of our fellows took the wrong road south of 
Yigneulles, turned to the right instead of the left. The 
farther they went the more action there seemed to be, and 
when rifles and machine guns could be heard popping, 
decided they had followed that road far enough. They 
were lost, and followed any old road that seemed to be tak- 
ing them away from the rat-tat-tat of the machine guns 
and the screaming shells. At St. Mihiel they found a kind- 
hearted member of the Motor Transport Corps who was 
going to Verdun. He dropped them at Rampont as the 
first of our trains arrived. 

Of our six trains, four of the engines ran out of water 
and had to be killed. The two which were able to make 
connection with the water car passed the others and picked 
up a car of water from the 15th Engineers at Yieville to 
fill and re-survive the four dead engines. At five o'clock 
the evening of the 9th of October, we all were in motion 
once more from Yieville. 

Early in the afternoon on the day following we ar- 
rived at Rampont. The first train was run through to 



Dombasle where a camp was made for the night and coal 
collected for the engines. 

We detrained here and the morning of the 12th we 
loaded on trucks for Esnes. We made camp here tor the 
night. A few crews were hauling rock and rations from 
Esnes to a point about four kilometers north. The limit 
of the track had been reached at that time. October 13th, 
four of our crews were detached and established camp 
.it Adams and worked from the ration dumps of the 3rd, 
.'52nd, and 84th Divisions to Esnes. A few days later, the 
French were relieved from Dombasle to Esnes and our 
Company Headquarters were established at the railhead 
there. As the Light Railway was connected with that of the 
Germans more crews came to help in the work of supply- 
ing the increasing number of divisions on the line near 
Montfaucon. We were very busy. The German track 
had not been sufficiently repaired to permit steam en- 
gines to pass over it. The tractors could handle only one 
car of canned goods and two of lighter rations. At one 
time we were supplying as many as four divisions from 
Dombasle to Montfaucon, a distance of thirty-one kilo- 
meters. Shilling. Co. D. 



UNDER SHELL FIRE AT DEAD MAN'S CURVE 

It was on the night of March 18th, 1918. Two Amer- 
ican crews had been sent to Beaumont guided by French 
pilots, with a train of three cars each, loaded with am- 
munition. Just as the first train arrived at "Deadman's 
Curve" a Boche 77 struck a supply cart killing the two 
soldiers riding in it and scattered the wreckage over the 
track. The train crews went on up and cleaned up the 
debris and then ran the trains up and spotted their cars 
at the Beaumont dump. 

Just as they commenced the work of unloading, the 
Boche sent in three high explosives and two gas shells, 
seriously wounding Engineer Broderick, who was assisted 
to the Beaumont dressing station by members of his crew. 
Before the work of unloading could be completed the dump 
was subjected to a bombardment of gas and shrapnel. 
The unloading was completed under shell fire and the mem- 
bers of crews were all at their posts when the trains left 
the dump. The bombardment continued until some time 
after the trains had left. 

The French pilots were awarded the Croix de Guerre 
by their authorities. 




(213) 



Citations Received fey the 2 1st Eegieeers 



HEADQUARTERS 21 ST REGIMENT ENGINEERS 
(LIGHT RAILWAY) AMERICAN EX- 
PEDITIONARY FORCES 



May 27, 1918. 



BULLETIN 

No. 27. 



1. The following letter from the Commanding Gen- 
eral, 26th Division, is hereby quoted for the benefit of all 
concerned : 

HEADQUARTERS, TWENTY-SIXTH DIVISION, 
AMERICAN EXPEDITIONARY FORCES 

26 May, 1918. 

FROM : Commanding General. 

TO: Colonel E. D. Peek, Engineer Light Rail- 

ways and Roads, 1st Army. 

SUBJECT: Care of Railways and Roads. 

1. The other day, coming from the advance trenches 
in my heavy limousine, I went over the Mandres-Boucq 
Road. I was astonished and pleasetl with what had been 
accomplished from the first day I had arrived here in 
turning that mire into a practical road. It promises by 
carrying on in a short while to be as good a macadam 
road as there is in the area. 

2. I have noticed throughout the area your men on 
the railroad and on the roads working as individuals and 
as parties, and I have yet to see a loafer at his various 
tasks. If it is digging out a gutter, laying a rail, ballast- 
ing, levelling up, on a railway or a sprinkler, the men are 
carrying on and working hard. 

The rule that is inspiring the men seems to be that 
which we pride ourselves in the 26th Division: Look out 
for the man in the mud. 

3. You have planned well in the development and ex- 
tension of your light Railroads and the work has been 
well done. It gives me pleasure to thus express my ap- 
preciation, and I request that you advise the various 
elements of your command of my pleasure and congratula- 
tions on the work accomplished. 

(Signed) C. R. EDWARDS, 

Major General. 

2. The Engineer of Light Railways and Roads takes 
great pleasure in being able to quote such a letter and de- 
sires to add his own appreciation to the faithful applica- 



tion of the personnel under, his Command on whatever 
work they may have been assigned; he takes advantage 
of the opportunity to add also a word of caution to the 
effect that these tasks are gigantic in their magnitude and 
are as yet just begun; he trusts that the same spirit and 
devotion to duty which has brought forth such favorable 
comment will be maintained unaltered and will be aug- 
mented in the future by even greater effort being exerted 
if such should be needed. 

By order of Colonel Peek : 

EARL W. EVANS, 
Captain, Engineers, R. C, 
Executive Officer. 



HEADQUARTERS 21 ST REGIMENT ENGINEERS 
(LIGHT RAILWAY), AMERICAN EX- 
PEDITIONARY FORCES 



France, August 16, 1918. 



BULLETIN 

No. 40. 



1. The following letter from the Commanding Gen- 
eral, 82nd Division, to the Chief Engineer, A. E. F., is 
quoted for the information of all concerned: 

1. The Commanding General wishes to call your at- 
tention to the excellent service rendered by the Decau- 
ville of 60 cm. railroad in the sector occupied by the 82nd 
Division North of Toul for over six weeks. The Division 
occupied approximately a 1 0-mile front and for a limited 
number of troops to hold such a sector Engineer facilities 
greatly increased the possibility of the troops. 

2. The Railroad troops, under command of Colonel 
E. D. Peek, rendered excellent service and would, it is be- 
lieved, have rendered considerable more had the Division 
stayed in the sector and more fully developed the use of 
the Decauville. It is a great saving on trucks and gas- 
oline ; also a great saving on the men who were saved phys- 
ical exertion moving about, and were able to apply exer- 
tion in other more important work. It also made it pos- 
sible for the men to move quickly during reliefs, where to 
camp men in unusual stations or move them about in day- 
light would attract enemy fire and suspicion. 

3. Some 20,000 troops were moved in a recent re- 
lief much to the benefit of the troops. I believe Colonel 



(214) 



Peek and his Engineers deserve my congratulations on 
their excellent operation with their Railroad. I recom- 
mend extension of the service wherever the American 
troojis are located." 

2. It is with the utmost pleasure and satisfaction 
that the Regimental Commander learns, that through the 
efforts of the members of this Command the Light Rail- 
way of this sector has been able to render a service so 
highly appreciated by those whom we have served. 

3. He desires to express to each and every officer 
and man of the Regiment his high appreciation of the un- 
tiring effort and spirit of loyalty, which alone have made 
possible the development of a service which is now so 
highly commended. 

L It is hoped that this same spirit may continue; in 
fact that the above letter may act as a stimulus to all to 
put forth renewed efforts ; that the scope of Light Rail- 
way of this sector has been able to render a service so 
facilities may be used to their utmost capacity at all times 
for the greatest benefit of all concerned. 

5. This Bulletin will be read to each Company and 
Detachment at its first Assembly after receipt of same. 

By order of Colonel Peek: 

P. S. LEWIS, 

1st Lieut. Engineers, R. C. 
Acting Adjutant. 



POST OF COMMAND 

2ND BATTALION 

103RD FIELD ARTILLERY 

June 26. 1918. 

From: C. O. 2nd B'n 103rd F. A. 

TO: C. O. 21st Engineers. 

SUBJECT: Appreciation of assistance. 

1. We take great pleasure in expressing to vou our 
very deep appreciation of the assistance you have rendered 
us in many ways during the last three months. You have 
been always anxious to further our work, and your co- 
operation has greatly increased our ability and usefulness. 

2. I wish particularly to thank Dispatcher George 
H. Sullivan, at Nauginsard, who at all times has made 
every effort to be of service. 

3. Your assistance has both increased our mobility 
and made our stay very pleasant. I trust that we shall 
be able to work together elsewhere in the future. 

(Signed) J. ALDEN TWACHTMNA, 

Major, 103rd F. A. 
A TRUE COPY: 

Robert A. Radford, 
Captain, Engineers, U. S. A., 
Adjutant. 



HEADQUARTERS 21 ST REGIMENT ENGINEERS, 

AMERICAN EXPEDITIONARY FORCES 

OFFICE ASSISTANT ENGINEER, 

LIGHT RAILWAY 



BULLETIN 

No. 5. 



November 3, 1918. 



1. The following memorandum of commendation and 
appreciation is published for the information of the mem- 
bers of this command : 

OFFICE OF CHIEF ENGINEER 

FIRST ARMY 

SECTION OF RAILWAYS 

2 November, 1918. 

MEMORANDUM TO LIEUT. COL. SLIFER: 

"The Chief Engineer expresses his appreciation of the 
work done by the 60 cm. forces under your jurisdiction 
and desire me to extend to you his appreciation of the 
services rendered. Keep it up ! May I reiterate the re- 
marks made by the Colonel." 

E. I). PEEK, 

Colonel, Engineers, U. S. A., 

Engineer of Army Railways. 

2. Naturally it is the excellent work of the men in 
the regiment which actuates these expressions and I desire 
to extend my personal thanks and appreciation to each 
individual man of the command for the part he played. 

3. Keep on going. 

HIRAM J. SLIFER, 

Lieut. Colonel, Engineers, U. S. A., 
Assistant Engineer, Light Railways. 



HEADQUARTERS 21ST REGIMENT ENGINEERS 
(LIGHT RAILWAY), AMERICAN EX- 
PEDITIONARY' FORCES 



November 4, 1918. 



MEMORANDUM NO. 118. 



1. It is with a great deal of pleasure and satisfaction 
that the commanding officer announces that the regiment 
has received from the French League of Homes and Gar- 
dens, which is a national organization, its highest honor, 
the Diploma of the Gold Medal, for the 6th region. The 
following acknowledgment has been sent to the President 
of the League : 

October 28, 1918. 

President of the French League of Homes and Gardens. 

Dear Sir: It is with much pleasure and gratification 
that I have received and hereby accept for the 21st Engi- 
neers (L. R.) the "Diploma" de Medaille d'Or" of the 
French League of Homes and Gardens, which has been so 
courteously tendered the regiment. The diploma in itself 
and the spirit which has pronrpted its presentation are 
highly appreciated, not only as a recognition of our 
efforts, but as a concrete expression of the interest and 



(215) 



approval of the French Community and Society you rep- 
resent. 

It is such marks of courtesy and distinction as these, 
fostering and encouraging cordial relations between our 
respective peoples, that add the strength to our unity 
of mind and purpose which will eventually bring success. 

May I thank you on behalf of myself and the regiment 
for the honor you have thus conferred upon us and the 
expression of good will signified in the presentation of 
this diploma, and at the same time permit me to express 
my appreciation of the kindly spirit and helpful co-oper- 
ation displayed by your people during our service in the 
6th Region of Sorcy. 

Very sincerely yours, 

HIRAM J. SLIFER, 
Lieut. Colonel, Engineers, U. S. A. 

2. Great credit is due each man of the regiment for 
the enviable record which has been established for this 
command in the old area, of which this award is splendid 
evidence. The good impression created among the French 
people of this district cannot be over-estimated, not only 
from the viewpoint of the high estimation in which this 
regiment is held, but in a general way as an added dis- 
tinction for the American forces in France. 

3. My congratulations to the men of the regiment. 

-k This memorandum will be posted on all company 
bulletin boards and will be read to the men at the first 
opportunity. 

By order of Lieut. Colonel Slifer: 

JAMES W. ANDERSON, JR.. 

2nd Lieut. Engineers, U. S. A., 

Acting Adjutant. 



HEADQUARTERS 21 ST REGIMENT ENGINEERS 
(TRANS. CORPS), AMERICAN EXPEDI- 
TIONARY FORCES 



November 27, 1918. 



MEMORANDUM NO. 125. 



1. The attention of all members of this command is 
invited to the following letter of commendation from 
Colonel George R. Spalding, Chief Engineer, First Army : 

Headquarters First Army, 
Office of Chief Engineer. 

November 23, '18. 

From : The Chief Engineer, First Army, 

To: The Commanding Officer, 21st Engineers. 

Subject : Service rendered during offensives. 

1. The Chief Engineer desires to express his highest 
apjn'eciation to you and to your regiment for the services 
rendered by you to the 1st Army in connection with the 
St. Mihiel Offensive, starting September 12th, and the 
offensive between the Meuse and the Argonne, starting 
September 26th, and the continuation of that offensive on 
November 1st. 



2. The success of these offensives and the supply of 
the Army is largely due to the excellent work performed by 
your regiment and its attached troops. 

3. A copy of this letter has been sent to the Chief 
of Staff, First Army. 

4. It is desired that the terms of this letter be pub- 
lished to all the officers and enlisted men of your com- 
mand at the earliest opportunity. 

GEORGE R. SPALDING, 

Colonel, Engineers, U. S. A. 

2. The Regimental Commander desires to take this 
occasion again to commend the men of the regiment on the 
splendid spirit and the fortitude with which they per- 
formed the arduous work which has been encountered dur- 
ing service with the American E. F., and particularly 
during the offensives cited above. The excellent work of 
the 21st Engineers, which has called forth favorable 
comment on more than one occasion, is proof positive 
of the fine calibre of men of which this regiment is com- 
posed, and each man of the regiment may well feel proud 
of the part he has played in giving this enviable record 
which has been achieved by the consistent, persistent, co- 
operative work of the various units of the regiment. 

3. The effort put forth has been well worth it, not so 
much for the record itself as for the part which the regi- 
ment has played in the reduction of the enemy to his pres- 
ent condition of enforced inactivity. However, the past, 
with its soixante trials and tribulations, lies behind us ; 
there is standard gauge work ahead, for the standard 
gauge which comprises the 21st Engineers. There is still 
a duty to perform to the comrades who are in the enemy's 
country occupying enemy territory which has been 
wrested from his avaricious grasp at dear cost. There- 
fore let there be no relaxation of effort on our part nor of 
willingness to do for the period of service yet before us. 

By order of Lt. Col. Slifer: 

JAMES W. ANDERSON, JR.. 

2nd Lieut. Engineers, U. S. A. 

Acting Adjutant. 



HEADQUARTERS 21 ST REGIMENT TRANSPOR- 
TATION CORPS, AMERICAN EXPE- 
DITIONARY FORCES 

December 11, 1918. 
MEMORANDUM NO. 128. 

1. The following letter from Colonel E. D. Peek, 
Engineers, U. S. A., is quoted for the information of all 
concerned : 

Headquarters, 21st Regiment Engineers (L. R.), Ameri- 
can Expeditionary Forces, France. 

November 19, 1918. 

Officers and men of the 21st Engineers: 

"The commanding officer, 21st Engineers, having been 
transferred from the regiment and appointed Chief Engi- 
neer, 1st Army, takes this opportunity to express to the 
officers and men of the 21st Engineers his deepest appre- 
ciation of the loyal support and faithful service rendered 



(216) 



by them during the formation of the regiment in the 
United States, and in all of the times of stress through 
which the regiment has passed since arriving in France 
nearly a year ago. 

"It is with deepest personal regret that I realize that 
the ties which bound me so closely to the regiment must 
now be broken, but at such times orders from higher au- 
thority must be cheerfully accepted as coming from 
sources in a position to administer for the best interesl 
of the service at large. 

"However my interest in the welfare and success of 
the regiment will continue, and I trust that we may be 
engaged in work of a similar nature and in the same 
part of the country, so that I may be able to keep in 
touch with th*" affairs of the regiment. 

"I will continue to look with pride upon the 21st Engi- 
neers as my old regiment, for it has without question made 
an enviable name for itself both in the St. Mihiel and 
Argonne-Meuse offensives. 

"The success that the regiment has achieved and the 
name it has made for itself are due to the untiring effort 
and fine spirit shown by each individual officer and man of 
the organization and their co-operation as a whole, and I 
wish to thank each one of you for your loyal support, not 
only to myself and the regiment, but to the service in 
general." 

E. D. PEEK, 

Colonel, Engineers, U. S. A., 
Engineer of Army Railways. 

2. This memorandum will be read to each company 
and detachment at the first formation after receipt of 
same. 

By order of Lieut. Col. Slifer: 

JAMES W. ANDERSON, JR., 

2nd Lieut., Engineers, U. S. A., 
Acting Adjutant. 



OFFICE OF CHIEF ORDNANCE OFFICER A. E. F., 

AMMUNITION FIELD HEADQUARTERS, 

SOUILLY 



No. 2T2. 

Lt. Col. H. J. Slifer, 

C. 0., 21st Eno-r., 



December IT, 1918. 



L. R., Conflans. 



I would not feel satisfied if I left unmentioned the ser- 
vice rendered by Company D, your regiment. It is grati- 
fying to find that, regardless of the numerous difficulties 
under which they were compelled to operate, this company 



succeeded in placing approximately 15,000 tons of ammu- 
nition into Montigny since November 11th. In addition 
to this, I have noticed considerable amount of other freight 
handled over this same line. 

Let me congratulate you upon the fine spirit of this 
organization. I have always found them most willing to 
co-operate in every possible way, and their work has been 
most thorough and efficient. 

H. H. STOUT, 

Lt. Col. Ord. U S. A., 

Field Amm. Officer, A. E. F. 



AMERICAN EXPEDITIONARY FORCES 
OFFICE OF THE CHIEF ENGINEER 

May 19, 1919. 

From : Chief Engineer, A. E. F. 

To: Commanding Officer, 21st Engineers. 

Subject: Letter of commendation. 

1. Now that the activities of our armv in France 
are drawing to a close and units are rapidly returning to 
the United States, it is my desire to place upon record 
and to make known to your command, my appreciation of 
their earnest efforts and notable accomplishments with 
the Expeditionary Forces in France. 

2. The work of the 21st Engineers, which has been 
carried on for the most part in the zone of the armies 
both under the Chief Engineer, 1st Army, and the Direc- 
tor of Light Railways and Roads, was an important fac- 
tor in the success of the American armies, particularly in 
the St. Mihiel and Meuse-Argonne operations. The im- 
portance and absolute necessity of efficient light railway 
construction and operation in the successful accomplish- 
ment of an operation cannot be overestimated. The 21st 
Engineers has met all requirements in a highly satisfac- 
tory and commendable manner. The work of the regi- 
inent and the results accomplished should be a matter of 
personal pride to every member of your command. 

3. I request that you publish this letter to your 
command, thus carrying to the officers and men a final 
word of commendation for their many sacrifices and loyal 
devotion to our cause. 

W. C. LANGFITT, 

Major General. U S. A. 



(217) 



Mastoirleal Staff 

TWENTY-FIRST ENGINEERS 



Editors 

W. F. Gilbert 
Wm. J. Gar ken 



Associate Editors 

Chester S. Eliott David A. Leisher 

Walter A. Stone Bert H. Larson 

Photographer of All Plates 

Joseph Lebenstein 
5.35 Sacramento St., San Francisco, Cal. 

Contributors 

Joseph K. Murphy Harry E. Steyert 

L. M. Rendy Henry G. Stewart 



(218) 



Roster of tlh© 2 1st R©giim©et Eegie©©ir§ (L, R„) 



Officers, 21st Engineers 

Alvey, John M., 1st Lt., 41S W. Ormsby Ave.. Louisvillle, Ky. 

Anderson, James W ., Jr., 2nd Lt., Nez Perce, Idaho. 

Anderson, Carl A . 2nd l.t., 1214 Main St., Menominee, Wis. 

Ayres, Ouincy C, 2nd Lt., 1024 N. 3rd Ave., Columbus, Miss. 

Banks, Uavid P., Major, 135 S. Main St., Henderson, Ky. 

Baker, Samuel P., 1st Lt., New Haven, Conn. 

Blakemore, Page B., 1st Lt., 711 Jefferson St., Paducah, Ky. 

Ereckenridge, Wm. L., 1st Lt., c /o C, B. & O. R. R., Chicago, 111. 

Briscoe, Wm. N., 1st Lt., Prince Frederick, Md. 

Brown, Earl I., Colonel, c /o Adj. Gen. War Dept., Washington, D. C 

Brown, Earl W., 2nd Lt., 1231 Central Ave., Bridgeport, Conn 

Brown, John E., Captain, 1601 Elm St., Pine Bluff. Ark. 

Brown, Paul V., Captain, 1124 Erie St., Racine, Wis. 

Bruckman, Wm., 1st Lt., 1540 Pullan Ave., Cincinnati, Ohio. 

Butler, Charles T., 1st Lt., 630 Washington St., Columbus, Ind. 

Butt, George P., 2nd Lt., El Paso, Texas. 

Chandler, A. D., 1st Lt., Guyencourt, Del. 

Chenworth, Chas. J., Major, 1002 Pennsylvania Ave., S. E., Washington I) C 

Clune. Michael F., 1st Lt., 286 Madison Ave., Albany, N. Y. 

Cotton, Chas. B., Captain, Eagle Grove, Iowa 

Cut ran, Ambrose E., 2nd Lt., 63 Germania St., Galeton, Pa 

Darragh. Charles D., 1st Lt., 7510 Malvern Ave., Adrian, Mich 

Daykm. Robert \\\, 2nd Lt., 3025 Walton Ave., Cleveland Ohio 
Deane, Frank H., 1st Lt., 3305 Richmond Ave., Matoon, III 

De Charms. Richard, Jr., 1st Lt., Bryn Athvn, Pa. 

Dun, Henry W., Jr., 1st Lt., 174 Chestnut St., Albany, N. V 

Em ley, William R., 1st Lt., 300 New York Ave., Fort Worth, Texas 

Failing, W. W., 1st Lt., 421 W. 3d St., Peru, Ind. 

Feehan, Joseph H., 1st Lt., 3501 Carondelett St., New Orleans, La 

Gifford, C. L., 1st Lt., Valley Falls, N. Y. 

Gabriel, Harry E.. Captain, Parsons, Kans. 

Gabriel, H. R., Major, 2628 W. 6th St., Cincinnati, Ohio 

Greeley, Chas. M., 1st Lt., 335 N. Main St., Butler, Pa. 

Gressitt. John L., 2nd Lt., 2410 Linden Ave.. Baltimore Md 

Gosslee, Paul S„ 1st Lt., 6117-A Michigan Ave., St. Louis, Mo 

Grogan, Roy L., 2nd Lt., 2218 Washington Ave., Fort Worth, Texas 

Haiman, Julius A., 1st Lt., 2003 Murphy Ave., Nashville, Tenn 

Hastings, J. B., Major, 320 Easton St., Alton, 111 

Haynes, J. W„ 2nd Lt., 605 Washington St., Los Angeles, Cal. 

Helwig, Arthur A., Captain, 1317 Girard Ave., N., Minneapolis, Minn 

Heebner, Chas. S., 1st Lt., 315 South 41st St., Philadelphia, Pa 

Henning, Chas. S., 2nd Lt., 1S01 E. Nevada St., El Paso, Texas 

Herron Robert, Captain, 78 W. 4th St., Chillicothe, Ohio. 

Hill, Chas. S.. Captain, Dalmetto. Fla. 

Hoyt, H. L., Jr., Captain, Great Neck, L. I.. N. \*. 

Hufford, Ray L.. 1st Lt., Farmington, Iowa. 

Hunt. George B., 1st Lt., 202 N. 7th St., Richmond, Ind. 

Johnston, Willie A., 2nd Lt., c /o Supt. Car Dept., Frisco R. R.. Springfield Mo 

Langley, C. S., Captain. Lake Andes, S. Dak. 

Larson, E. R.. 1st Lt., 121 Winchester St., Keene, N. H 

Lawton, Richard W., Major, c /o S. B. Clarke, 56 Wales St New York N Y 

Lee, Frank G., 1st Lt., Pittsburgh, Pa. 

Little, F. K.. Chaplain, Rhinebeck, N. Y. 

Machimas, A. W., 1st Lt.. 1236 Spring Garden St., Philadelphia. Pa 

Mansfield. Hoctor, Captain. 2031 N. Marston, riiil.oUli.liia Pa 

Martin. H. C. 2nd Lt., 1318 11th St., Altoona. Pa. 

Maylock, Edward A., 2nd Lt.. Nanticoke, Pa 

Messier, Eugene L., Captain, 5423 Forbes St., Pittsburgh, Pa 

Mellow, George D.. 2nd Lt., 6638 Vermont Ave.. St. Louis Mo 

Minor, Arthur J.. Captain, Kingston, R T 

Miville, George E., Captain, Box 99. E. F. D. 2. Hobson. Texas. 

Murray. Robt. H.. Lt. Col., 10352 Longswood Drive, Chicago. Ill 

J.ash, James P., Captain, c /o E. P. & S. W. Rv. Co., El Paso Texas 

Nourse, Harry J., 2nd Lt., 620 E. Main St., Lancaster. I Mm, 



111. 
C. 



Pumphrey M. E.. Captain, 802 E. Market St., Bloomington 

Radford, Robt. A., Captain, 1524 21 st St., Washington' D 

Rafferty. Harry, 2nd Lt. Harvev, N. Dak 

Rill, John C, Captain. Palapsco, Md. 

Ross, J. H., 1st Lt., 316 N. Austin Ave., Oak Park III 

Scott, Wm. R., Captain. Hubbard, Texas. 

Signer. Chas I., 1st Lt.. 1702 Yew St., Olvmpia, Wash 

Soderstrom. E. D., 2nd Lt,, SIS East Side Blvd.. Muskogee, Okla. 

Smith, Turner C. 2nd Lt., Globe. Ariz 

Spurr, Arthur C, 1st Lt., Mouiulsville. W Ya 

Stansberrv. J Z 1st Lt.. 98S E. 15th St., N., Portland, Ore. 

Sh^i^'lvr' At' ^jor, 2713 Emerson Ave., S., Minneapolis. Minn. 

>heedy, M. M Captain, Robinhood Apts., Broad Ripple, Indianapolis Ind 

Tiernan. Leo P., 2nd Lt.. 2213 Eighth Ave., Altoona. ™- 



Pa. 

ch. 



Tripp, Geo W 2nd Lt.. 774 College Ave.. Adri: 

Turley Chas. L., 2nd Lt., Portsmouth. Ohio 

\ ahe. Hector A.. 1st Lt., Decatur II] 

Veale, John H. Captain, R. F. D. No. 1. Edgmoor, Del. 

Wallace, R^C 2nd Lt., 327 S. 8th St.. E.. Salt Laek City 

W alstrom, B. E.. 2nd Lt., Fargo, N. Dak 

Waterbury. L. C, 1st Lt., 1617 Beverly Road, Brooklv,, 



Utah. 
Y. 



U'l,-*.,! /-.IT >. . ^ ' ut,ul . v ivoao, orooK vn, 1\. 

\\h taker Otto C. 1st Lt. 2047 Romeo St., Los Angeles. Cal. 
Weaver, Chas. J., 1st Lt., Ravena, N. Y 
Woods. Chas. E.. Captain, 199 E. Division St.. Fond du Lac. Wis 

it. -uinii iii.ii Headquarters Detainment 

Abeyta. Adolph. Pvt., Los Vegas, N. M. 

Bard, Oscar L.. Reg. Sgt. Maj., Muskegon, Mich 

Bartenburger, G. J., Pvt. 1st CI., 96 India. Brooklyn N Y 

Boyer. Mitchell M.. Pvt. 1st CI., Conley, Pa 

Cunningham. Levi K.. Pvt. 1st CI., New Port Wash 

Donecker. John C. Ree. Sgt. Maj.. 5946 Webster, Philadelphia, 

Fagan. Halleck J„ M. E. Sr. Gr.. Glasgow. Mom 

Garren, Wm. I., M. E. Jr. Gr.. 1014 Masonic Ave., San Francisco 



Pa 

Cal, 



Garland, Samuel A., Pvt., 1st CI., Carlisle Pa 
Hanson, Alexander, M., Sgt.. Hotel Fairmont,' El Paso, Texas 
Johnson, Francis S., Pvt., 17 E. Park Ave., Merchantville NT 
Kemmtz Fred G„ Ck.. 909 3rd St., Milwaukee Wis ' " 
Koch, John M Pvt. 1st CI., 479 13th Ave., Milwaukee, Wis 

\ ^° n ^ Fra 7 k r- W ^ Sgt - Bugl - Barren Center, Mich. 

Laird, Edward C Corp., 807 State St., Camden, N. T. 

Miller, Everette O., M. E. Sr Gr ^0'SS v\>ki,r pw wr , , 

Mu^ ar 7-h Ja r S r N '; Re #' SUP ^" 32 'Harwon"' I; e", If/rfc' Ohio 

Mullen John E., Color Sgt., 428 Ashland Ave.. St. Paul, Minn 

Middleton Harry C, Sgt., 131 E. 35th St., Los Angeles Cal 

Miller John J., Ck„ 504 Bay St., Superior, Wis. ' 

McCabe, Thomas A., Pvt., Chicago III 

Price Chalmers G. M. E. Jr. Gr., 18 Keystone Ave, Santa Cruz Cal 

Pagel, Herman J Color Sgt., Broadway Hotel. Port and Ore 

Thayer, Roene L., Pvt., Carson City, Mich rranc,SCO ' Lal - 
Wadsworth, Ehsha L M E Sr fir 17H u^^ia «r t 
Wing, George W., M E. Sr Gr 321 E Ss h st n I* A , ng o, eS ' CaL 
Wright, John B.. Reg. Sup Sgt 1709 26th 4? tV, Cleveland Oh,,,. 
Wielev Fdward I P,., t e - • "'- 26th St., Tuscaloosa, Ala. 

Voting, Earl A., Color' Sgt., R. f V ActoMnf"' ^ 

Ordnance Detachment 

Glaves. Henry A Pvt. l st CI., 209M Texas St., El Paso Texas 
Glaves, TJaniel V. Pvt., 2220 Myrtle Ave., El Paso Tex£; 

StT e S ; H rC ' a ?" ?° rP - 81 Lak ' C St - Muskegon.' M?ch 
Stejert, Harry E., Sgt., 218 Eugene St., Catasauqua, Pa. 

Medi.al Detaohme.... 1st ;„„! 2nd natta s 

Abrogast. Arthur H.. Sgt.. 217 N. 4th St., Allentown Pa 

Merin. Amos J Pvt., 1st CI. Me 'in A^e! ' n a „" „ n „ e ''c„r.r S,,Urg ' **' 

Phillips Roger J„ Pvt. 1st CI., R. F. D No 1 Munrv P, 

vT'i M he T, hil i: 5 ' Pvt - Ut C1-. 209 Claremont Ave, Jersey City N T 

ShanIev W Fd Abra 4 ha T m 'r Pvt V c '" Samuel Birnbaum, Du Pont Pa ' 

aaa^E'fe is^-c,: s^? ts^&szti- --• *■ - 

Headquarters Detachment, 1st Battalion 

Balding. Floyd J., Pvt., Monroeville. Ohio 

Bentz, Chester R.. Pvt., Kenesaw. \ I., 

Beran Jerry Pvt., 3551 W. 26th St., Chicago, III. 

Englehart, Edwin T.. Corp., Ebenbsgurg Pa 

Hacha. Stanley M., Jvt 5400 Clark Ave'.. Fremont, Ohio. 

R JS T • S ,all J c ", c | °- M - E - Jr - Gr - Pyrmont, Ind. 
Huddle, David M., Sgt.. Wvtheville. Va 

Jones, Carlisle Pvt. 1st CI., 1503 Division St., Scranton, Pa 
Jones, James C, Pvt., 659 26th St., Ogden, Utah 

Kearne. Arthur I B„. Sgt. Maj.. 211 9th Ave.,'San Francisco Cal 
Lange. Fred, M. E. Jr. Gr., Spooner. Wis ancisco, 

Leisher David A., Pvt. 1st CI.. 341 W. Queen St., Chambersburg Pa 

LfrT'Mbm 3 I' M F' T E ' J r- G , r ,-4 I , 4 r F / rreSt . A " • Pacific Grove'. Cal. 
Link. Albert . ., M. E. Jr. Gr., 11,3 Madison St.. Milwaukee, Wis 
Maginn. Hugh. M. E. Sr. Gr.. 130, McGowan Ave., Houston Texas 
Manning, Thos A., Pvt., 65 Millbridge St.. Pittsburg? Pa 
Mersereau, Rodgers Bn. Supt. Sgt.. 721 Newark Ave.. Elizabeth N T 
OConnell Walter, Wagoner, 320 Webster Ave., Tersey City NT 
:.:nton., Louis, Wagoner, 224 W. 27th St.. New 'York City ' N ' Y 
folKk^^ • 

Wheeler, Edwin H.. Cook, Billings, Mont. 

Company A 

Allie, Edmund W., Corp., Wetmore, Mich 

Anderson C. H., Corp., 4524 Cottage Grove Ave., Chicago, III 

Actitf. Ethan E., Wagoner. Route No. 1, Washburn Tenn 

Arnold Donald N., Wagoner. 647 Broadwav Ave., Marine City Mich 

Aiello, Louis, Pvt. 1st CI.. 475 Woodlawn Ave., Aurora III 

Alexander, J. A.. Pvt. 1st CI., Ashpemo, Mich 

Appenzellar H. C. Pvt. 1st CI., 76 No. Main St., Chambersburg, Pa 

Aikin, Lee C, Pvt.. 352 Elk St., Buffalo. N Y 

AIsop, W. S., Mech., Fredericksburg, Va 

Asplund. Edward B., Pvt., 1200 Washington St., Gary Ind 

Brown, S. A., Sgt. lst CI., 2S17 Blair Ave.. St. Lnns M„ 

Barnes, George, Corp., 11 Pine St., Brooklvn N Y 

Bergagnini, G. B„ Corp.. Main St.. Crvsta'l Falls. Mich. 

2 a J ey rl F ,- E t PvL lst n • S641 S n ruce St., Philedelphia, Pa 

Ball, Rollyn J., Pvt. lst CI.. Olvmpia. Wash 

Beatty, James F„ Pvt. 1st CI., 9328 Harwood Ave. Cleveland Ohio 



(219) 



Blomquist, C. H., Corp., R. F. D. No. 2, Iron River, Mich. 

Budnick, H. A., Pvt. 1st CI., _T . . j » i . . i . M>1. 

Burch, P. I., Pvt. 1st CI., Atkins, Mich. 

Baker, John H., Pvt., R. F. D. No. 4, Box 12, Merrill, Mich. 

Balz, E. H., Pvt., Attica, Kans. 

Balzerak, \V., Pvt., 957 Maple St., Milwaukee, Wis. 

Barber, R. D., Pvt., Beeville, Pa. 

Barton, J. W., Floriffe, Pa. 

Batcliis, Z. G., Pvt., 302 No. W Hand Ave.. Michigan City, Ind. 

Bai.er, Fred, Pvt.. 654 Broadway, Milwaukee, Wis. 

Bingham, V. T., Pvt., St. James, Minn. 

Borst. W. P.. Pvt.. 2505 North St., Flint, Mich. 

Breckinridge, R. B., I'm.. 69 Nord House St., San Francisco, Cal. 

Brown. W. H.. Pvt., Wintonbale, I' 

Buimeister, Eddie. Pvt., Box 2S9, East Milwaukee. Wis. 

Crane, L. V., Sgt., c /o Elk's Club, Douglas, Ariz. 

Carroll, Ben M., Sgt., c/o Jas. Carroll, Eldorado, Ark. 

Case, H. J., Sgt., 765 Market St., San Francisco, Cal. 

Caron, 1. F., Pvt. 1st CI., 30 Manchausen Ave., Bristol, Conn. 

Challis, C. L.. Pvt. 1st CI., 908 East Second St., Flint, Mich. 

Cahill, S. F., Pvt., 35 Harper St., San Francisco, Cal. 

Carr, E. A., Pvt. 1st CI., c/o E. D. Hopkins, Hillward, Wash. 

Carroll, D. A., Pvt. 1st CI., Humboldt Ct., Areata, Cal. 

Charlton, Donald, Pvt. 1st CI., 112 Spring St., Reading, Pa. 

Collinge, N. J., Pvt. 1st CI.. °7 Central Park West, New York City, N. Y. 

Cooper, K. S-, Pvt. 1st CI., Fountain City, Tenn. 

Cooper, Wm. H., Pvt. 1st CI., Culbertson, Mont. 

Courtin, Emil, Pvt. 1st CI., Route No. 1, West Illery, Danville, 111. 

i i I. -ton, Rav P., Pvt. 1st CI., Cache Junction, Utah. 

Culver, Harrv O., Pvt., Elko, Nev. 

Caprio, Mike, Pvt., 926 West Tavlor St., Chicago, III. 

Chapman, C. H., Pvt., Oaklev, Mich. 

Chrena. Paul M., Pvt.. 248 Bruckner Ave., Detroit, Mich. 

Collier, Paul R., Pvt., Walden, N. Y. 

Cornelius, Kenneth B., Pvt., Route No. 1, Breckenridge, Mich. 

Cortrecht. Ernest, Pvt.. 1321 Monroe St., Alexandria. La. 

Croxton, H. W., Pvt., 144 Slate St., South, Spokane, Wash. 

Dodds, Harry E., Sgt., 147 East Main St., Iona, Mich. 

Dailey, T. E., Pvt. 1st CI., Portage, Mont. 

Davis', Wm. L., Pvt., Pittsvillle, Md. 

Dessureau, Geaudias, Pvt. 1st CI., 417 W. Hugett St., Iron Mountain, Mich. 

D'Acunto, Pasquale, Pvt., Ill Shrewsbury Ave., Worcester, Mass. 

Daddabbo, Nunzio, Pvt., 439 Artillery Ave., Detroit, Mich. 

Dawdy, Weslev E., Pvt., Stanton, Mich. 

DeZemo, M. A.. Pvt., R. F. D. 2, Walden, N. Y. 

Dieleman, Daniel W., Pvt., R. F. D. 3, Plainsfield, Wis. 

Dodd, Robert, Pvt., 51 Marietta St., Detroit, Mich. 

Drummond, C. W., Pvt., Marcus, Wash. 

Ellis, Harry E., Wagr., Box 243, Forest Grove, Ore. 

Esterberg, A. E., Wagr., 615 X. 7th St., Boise, Ida. 

Empfield. Edgar J., Pvt., 536 Murtland Ave., Pittsburgh, Pa. 

Epperson, I.eo, Corp., San Mateo, Cal. 

Fox, I. S., Cook, Mt. Morris. Pa. 

Foster, G. S., Pvt. 1st CI., 2011 Indian Rock Path, Berkelev, Cal. 

Frank, Paul, Pvt. 1st CI., Las Vegas, N. M. 

Fusco, Frank, Pvt. 1st CI., 388 Rawena St., Detroit, Mich. 

Ferraro, Toe, Pvt., Box 254, Palactla, Mich. 

Flick, William, Pvt., 255 3rd St., Conemaugh, Pa. 

Fitz, James T., Pvt., 2515 Carey Ave., Cheyenne, Wyo. 

Fregang, L. R., Pvt. 1st CI., Edgewater, Colo. 

Gustafson, Lester, Pvt. 1st CI., Chesterton, Ind. 

Glavin, Edward, Sgt., Smithport, Pa. 

Gibney, E. H., Pvt., 516 N. Pine St., Pratt, Kansas. 

Gariglietti, Charles, Pvt., Box 74, Bessemer, Mich. 

Goller, Harold P.. Pvt., 22 Wallace St., Freeport, N. Y. 

Gosenheimer, John J., Pvt., Route No. 4, Box 151, No. Milwaukee, Wis. 

Goulah, Simon, Pvt., c/o Frank Goulah, Tweed, Ontario, Canada. 

Gunther. George, Jr., Pvt., 203 E. 151st St., Bronx, N. V. 

Garrison, C. W., Pvt., Delaware, N. J. 

Healev, R. C, Sgt., Morris. Okla. 

Huddle, D. N., Sgt., Ivanhoe, Va. 

Haber, Elmer, Corp., Romeo, Mich. 

Hurd, H. G., Pvt., Glenwood, Iowa. 

Hall, G. W\, Pvt. 1st Cl„ 400 W. Pierce St., Mangium, Oklo. 

Hammond, R. E., Pvt. 1st CI., 29 Marron St., Hillsdale, Mich. 

Henderson, Wm. O., Pvt. 1st CI., 109 Cherry St., Saginaw, Mich. 

Hewes, W. E., Pvt. 1st CI., 900 Highland Ave., Chester, Pa. 

Highfill, O. E., Pvt. 1st CI.. Pawhuska. Okla. 

Hoskin, Frank A., Pvt. 1st CI., Lowell, Ohio. 

Hammer, Peter A., Pvt. 1st CI., 8 Elmwav St., Dradock, Pa. 

Harsh, Fisk, Wagr., Silver City, N. M. 

Hartwell. R. L., Pvt., 3010 Harrison St., San Francisco, Cal. 

Hassinger, P. W., Pvt., 708 E. Oak St., Waseca, Minn. 

Hurlbut, Frank S., Pvt., Park City, Utah. 

Isham, George L., Pvt., Pewamo, Mich. 

Jarrad, Louis S., Pvt. 1st CI., 303 Paschal St.. Houston. Texas. 

Jensen, Christ, Pvt., 4126 30th Ave., S., Minneapolis, Minn. 

Johnson. H. A., Pvt., 820 Plymouth St., Sinux City. Iowa. 

Kirkbride, Paul, Sgt. 1st CI., 1424 Patterson Ave.. Roanoke, Va. 

Karpinski, E. K., Sgt., 1091 Russell St., Detroit, Mich. 

Kampschrader, E. J., Pvt. 1st CI.. 616 Maple St., Effingham, 111, 

Knudson, Wm. A., Pvt. 1st CI., 700 Martha Ave., Menomenee, Mich. 

Karagianias. John, Pvt., 426 Wells St., Milwaukee. Wis. 

Kelley, L. S., Pvt., 112 S. Smith St.. Greenville. Mich. 

Kinsey, J. P., Pvt., 1510 Franklin Rd., Roanoke, Va. 

Kronberg, Wm. P., Pvt., Dorr, Mich. 

Lewis, A. G., Sgt. 1st CI., Hardin. Mont. 

LaFaro. Steven, Pvt. 1st CI., 167 Tackson St., Muskegon, Mich. 

Lafferty, A. J., Pvt. 1st CI., R. F. D. No. 4, Clarksville, Ark. 

LeBoeuf, B. J.. Pvt. 1st CI., 252 Hecla Ave., Detroit, Mich. 

Lindh, Frank, Pvt. 1st CI., 423 6th Ave., N., Jamestown, N. D. 

Ltndquist, Hjalmer, Pvt. 1st CI.. 601 Norway St., Iron Mountain, Mich. 

Lane, Robert L., Pvt., Glades, Dela. 

Larson, Bert H., Pvt., 412 X. K. St., Aberdeen, Wash. 

Loriano, W. F., Pvt., Marin County, Sausalito. Cal. 

Loughran, S. L., Pvt.. 117 W. Spring St., Colfax. Iowa. 

Lunsford, C. A., Pvt., Butler, Tenn. 

Mum, L. B., Sgt. 1st CI., 50,, Aldine Ave., Chicago, III 

Miller, E. W., Sgt., Ponca, Neb. 

MacDougal, D. K., Sgt., c/o Elks' Club, Pocatello. Idaho. 

Mazzali, Wm., Corp.. P. ( >. Box 71, East Berlin. Conn. 

McQuitty, William E., Corp., 3426 21st St., San Francisco, Cal. 

Manfrom. G., Pvt. 1st CI., 16 Marquette Ave.. Crystal Falls Mich 

McKay, A. E., Corp., 320 Grant St., Eureka, Cal. 

March, H. B.. Bugler 1st CI., 1017 Moffit St.. Muskegon, Mich. 

Mastrogiacomo. M., Pvt. 1st CI., Barnesboro, Pa. 

Migrants, Clifford, Pvt. 1st CI., 1014 Porter St., Lansing, Mich. 



Mi Dermott, J. J., Pvt., S004 Superior Ave., Cleveland, Ohio. 

McFarland, Harry, Pvt., Toulomme County, Stent, Cal. 

Maertens. Camiel, Pvt., 415 W. 10th Si., Mishawaka, Ind. 

March, C. M., Pvt., 1017 Moffit St., Muskegon Hgts., Mich. 

Mathers, Edw. R., Pvt., 805 Main St., Cincinnait, Ohio. 

Mentch, Fred, Pvt. 1st CI., Absorkee, Mont. 

Miller, James, Pvt., Box 195, Pottersville, Mich. 

Miller, Henry, Pvt., R. F. D. No. 4, No. Milwaukee, Wis. 

Mocerv, Frank, Pvt., 2264 E. Jefferson Ave., Detroit, Mich. 

Morgan, D. E., Pvt., 623 E. 8th St., Portland, Ore. 

Noonan, J. H., 1st Sgt., Nogales, Ariz. 

Nelson. M. L, Sgt., 2512 S. Blaine St., Wellington, Kans. 

Nelson, E. L, Pvt. 1st CI., Route 2, Box 119, Galina, Kans. 

Nagi, Frank, Pvt., Gage St., Dollrv, Mich. 

Nelson. D. L., Pvt., 4609 Live Oak St., Dallas, Texas. 

Nuska, Walter, Pvt., 242 22nd St., Detroit, Mich. 

Xuzzarello, John, Pvt., 155 Congress Ave., Kenasha, Wis. 

O'l onnor, E. \\ '., Pvt. 1st CI., Mapleton Depot, Pa. 

Prescott, E. P., Corp., Mesquite, N. M. 

Peterson. J. A.. Pvt. 1st CI.. 101 Plume St., Butte, Mont. 

Peterson, R. B., Pvt. 1st CI., 114 Leavenworth St., Can Francisco, Cal. 

Pheasant, Ellis A., Pvt. 1st CI., Gassville, Pa. 

Popovich. Illia, Pvt. 1st CI., 530 61st Ave., Milwaukee, Wis. 

Possi. Mike J., Pvt. 1st CI., Box 400, Norway, Mich. 

Parrish, Cyrus J., Pvt. 1st CI., St. James, Mo. 

Pippitt, L. R., Pvt., 20 Marv St., Bordentown, N. J. 

Powell. Bert A.. Pvt.. 1525 31st Ave., Seattle, Wash. 

Price, C. E., Pvt., Tyrone, Pa. 

Prichett, G. P.. Pvt., 1104 Lincoln Ave., Las Vegas, N. M. 

Richards, E. W., Sgt., 103 Glenwood Ave., Jackson, Mich. 

Reed, W. W., Corp., 2720 E. Marshall St., Richmond, Va. 

Rosebury, Clyde B., Corp. 

Reade, jay I.. Corp., Clymer, Pa. 

Rotko, Victor, i ook, 212 Superior St., Detroit, Mich. 

Rowland, Leu., Cook, 15S Wendell Ave., Detroit, Mich. 

Reardon, L. J., Pvt. 1st CI., 9233 Edmund Ave., Cleveland, Ohio. 

Rembonski, E., Pvt. 1st CI., 921 Lockmont St., Alpina, Mich. 

Radke, Oscar, Pvt., 4018 Burleigh St., Milwaukee, Wis. 

Rawson, G. C, Pvt., 329 E. 9th St., Tuscon, Ariz. 

Ressler, M. M., Pvt., Mascot, Pa. 

Roach, J. E., Pvt., 604 Bergen St., Brooklyn, X. Y. 

Ruth, W. E., Pvt., Dayton, Tenn. 

Satterlee, Glen M., Sgt., Yolo Countv, Clarksburg, Cal. 

Stewart, J. O., Sgt., Tyrone, X. M. 

Sommers, Edw. W., Corp., 7533 Oglesby Ave., Chicago, 111. 

Sambrone, Andrew, Sgt., 149 Depot St., Plymouth, Mich. 

Swoboda, John, Corp., Route 3, Box 101, Austin, Texas. 

Spahr, Frank, Cook, Route 4, Osborne, Ohio. 

Scharmota, Fred, Mech., Barron, Wis. 

Simpson, Frederick W., Pvt. 1st CI., Grays Landing, Pa. 

Spaulding, F. P., Pvt. 1st CI., Bristol, Va. 

Stenger, J., Pvt. 1st CI., 104 E. Main St., Sommerville, N. J. 

Swam, Tohn O., Pvt. 1st CI., Box 133, Pocatello, Ida. 

Schmidt. F. W., Pvt., 2225 N. Kedvals Ave., Chicago, 111. 

Shear, A. B.. Pvt., 107 North St., Catskill, N. V. 

Sondgeroth, P. S., Pvt., 2530 Winthrop Ave., Chicago, 111. 

Sperrv, S. J., Corp., Middlebury, Yt. 

Stanley, C. H., Pvt., Wirtz, Ya. 

Starr, J. G., Pvt., Coleman, Mich. 

Starr, R. F., Pvt., 10 Ellivine St.. Bethlehem, Pa. 

Statsick, A. E., Pvt., Woodbury, Mich. 

Stafanski, Andrew, Pvt., 715 Greenbush St.. Milwaukee, Wis. 

Stuart, Peter E., Pvt., 527 Main St., East Orange, N. J. 

Stumpf, T. F., Pvt., 225 4th Ave., c/o H. A. Navlor, New York- Citv, N. Y. 

Summersgill, J. J., Pvt., 112 N. Orchard St., Kendallsville, Ind. 

Swanson, A., Pvt., Bessemer, Mich. 

Szimanski, Peter, Pvt., 1311 Mond Ave., Racine, Wis. 

Thompson, C. E., Sgt., 190 Farrand Park, Detroit, Mich. 

Tavlor, E. L., Sgt., 803 E. Erminia Ave., Spokane, Wash. 

Tonas, Christ, Pvt. 1st CI., 14 Liberty St., Battle Creek, Mich. 

Tyner, H. D., Pvt. 1st CI., 407 Merrick Ave., Detroit, Mich. 

Tereshko, F., Pvt., 3606 Clifton Ave., Milwaukee, Wis. 

Thompson, Ollie M., Pvt., 202 1st St., E., Blask River Falls, Wis. 

Tholen, L. D., Pvt. Box 511, Virginia, Minn. 

Toomey, J. J., Pvt., 2435 Southern Blvd., Bronx, N. Y. 

Trout. P. J., Pvt., 173 Palmer Ave., Detroit, Mich. 

Trueblood, R. L., Pvt., 333 Beniteau Ave., Detroit, Mich. 

Underwood, H. L., Corp., Montvale, Va. 

Walker. A. D., Corp., 1300 Grand Ave., Portland, Ore. 

Warner. E. J., Pvt. 1st CI.. 625 Tavlor St., San Francisco, Cal. 

Wells, T. A.. Corp., 1145 N. Commerce St., Stockton, Cal. 

Wiley, G. M.. Pvt. 1st CI., 33 Arch St., Springfield, Mass. 

Wir.gate, A. R., Jr., Pvt. 1st CI., 2641 Garfield St., Washington, D. C. 

Waldbillig, J. P., Pvt., Ill West A. St., Iron Mountain, Mich. 

Wieczerniak, Tohn, Pvt., 332 Superior St., Detroit, Mich. 

Wilhelm, J.. Pvt., 827 W. Willow St., Walla Walla, Wash. 

Willits, E. W., Cook, 315 S. State St., Ann Arbor, Mich. 

Wilson, Dave. Pvt.. Huntdale, N. C. 

Worlev, W. H., Wagr., 95 Dotv St.. Hammond, Ind. 

Worrell, A. D., Pvt., 320 Glyadon Ave., Richmond, Ky. 

Wruck, Charles, Pvt., Denham, Ind. 

Yadon, George H., Pvt., 251 Lancaster St., Detroit, Mich. 

Young, Mark C. Pvt.. No. McGregor, Iowa. 

Youngs, Peter, Pvt., 121 North St., Chelsea, Mich. 

Company B 

Aberlie, Herman H., Cook, Crystal Falls, Mich. 

Albin, Ira C, Pvt. 1st CI., Euclid, Pa. 

Anderson, Thomas J., Pvt., 807 Willow Ave., Hoboken, N. J. 

Applegate, Reuben, Pvt., 1st CI., Toms River, N. J. 

Arnold, Raymond, Pvt., 487 University Ave., St. Paul, Minn. 

Badeaux, Charles C, Pvt., 1463 Broad St., New Orleans, La. 

Baker, Frederick L., Corp.. 53 John St., Asheville, N. C. 

Baker, Tames E., Pvt. 1st CI., 415 Corunna Ave., Owasso, Mich. 

Barlow," Prall D., Pvt., Latnbertville. N. J. 

Baschin, Samuel, Pvt., 56 Xapolemi St., Detroit, Mich. 

Bechtel, Augustine L., Pvt., Coaldale, Pa. 

Belaud. Leon A., Bugl., 15 Delaware St., Worcester, Mass. 

Bellizzi, Yincenzo, Pvt., 156 Beechwood Ave., Xew Rochelle, X. Y. 

Berman. Earl S-, Pvt., Pierre, S. D. 

Berlucci, Battisto, Pvt. 1st CI., 555 Longwood Ave., Glencoe, III. 

Best, George H., Pvt., 711 Livernois Ave., Detroit, Mich. 

Bizek. Paul, Pvt. 1st CI., Bridgeport. Conn. 

Blackstock, Chas. T., Pvt. 1st CI., 310 Stanton Ave . Midvale, Pa. 

Blake, James H., Pvt., Fair Oaks, Ind. 

Boraski, Alex, Pvt., Hurley, Wis. 



(220) 



Bon-hall, Leo E., Pvt.. 2532 S. 26th St., Minneapolis, Minn. 

Bracken, Walter E„ Pvt., 753 Excelsior Ave., Pittsburgh, Pa. 

Bradley, Charles H., Pvt. 1st CI., Lilly, Pa. 

Bridges, Doss, Corp., Hugo, Okla. 

Broadwater, Brvon, Pvt. 1st CI., 333 Elmer St., Vineland, N. J. 

Brookhart, Ray F., Corp., S51 N. Hartford Ave, Pocatello, Ida. 

Brvant, Ernest E., Pvt., Sunnyside, Wash. 

Buckner, William F., Pvt., 81" Sandusky Ave., Kansas City, Kan. 

Burnett, James E., Corp., 1714 T St., Sacramento, Cal. 

Carey, William J., Pvt., 7232 Nuyan Ave., Chicago, 111. 

Carpenter, Harold M., Pvt., 314 7th St., Calumet, Mich. 

Cary, Lester L., Pvt. Box 153-A, 13th St., Clawson, Mich. 

Casello, Charles, Pvt., Hammunton, N. J. 

Caufield, William V., Sgt., 347 McDonough St., Brooklyn, N. Y. 

Chakey, Toseph, Jr., Bugl., Linoleumville, Staten Island, N. Y. 

Chlopek, Frank, Corp., 1072 Fry St., Chicago, 111. 

Chorpening, Clair, Pvt. 1st CI., 803 Wilson St., South Haven, Mich. 

Christiansen, Chas., Sup. Sgt., R. F. D. No. 3, Hobart, Ind. 

Clark, William H., Pvt., 15 Washington St., Jersey City, N. J. 

Clinton, Everett N., Sgt., Watkins, Minn. 

Cochran, Robert B., Pvt., Blazer, Ohio. 

Compton, Curtis E., Corp., 742 N. Belmont Ave., Indianapolis, Ind. 

Conelly, Thomas B., Wagr., 6268 13th Ave., Seattle, Wash. 

Conley, James R., Pvt. 1st. CI., Walkers Mill, Rennerdale, Pa. 

Conrad, Thomas B., Corp., Lilly, Pa. 

Coover, Walter H., Pvt. 1st CI.. 1155 Peach St., Erie, Pa. 

Corson, Wade, Pvt. 1st CI . Westover, Pa. 

Corwin, Edgar, Pvt. 1st CI., Clio, Mich. 

Couvreur, Louis, Pvt., 786 Lycast Ave., Detroit, Mich. 

Coyle, John P., Corp., 310 Davis Ave., Harrison, N. J. 

Cross, Clarence, Pvt., Route No. 2, Bluntsville, Tenn. 

Crone, Harry B., Pvt., 225 S. Green St., York, Pa. 

Darling, Theodore E., Pvt., Iona, Mich. 

Delso, Victor, Pvt., Elmira, Pa. 

Dixon, Henry, Wagr., Wilton, Cal. 

Donn, John H., Pvt., 263 Roosevelt Ave., Detroit, Mich. 

Dougherty, Robert A., Pvt. 1st CI., 154 Viaduct Ave., Downington, Pa. 

Drummond, Michael, Pvt., 4426 Cottage Grove Ave., Chicago, 111. 

Edlind, Emil A., Pvt., 2149 Adams Ave., Ogden, Utah. 

Eicher, John T., Pvt. 1st. CI., R. F. D. No. 1, Elizabeth, Pa. 

Elliott, Chester S., Sgt. 1st CI., 515 W. Missouri St., El Paso, Texas. 

Ellis, George B., Pvt. 1st CI.. 867 Queen St., Pottstown, Pa. 

Emig, Albert S., Corp., 246 Locust St., Hanover, Pa. 

Foutanesi, Erminio, Pvt. 1st CI., 1209 Meadow Ave., Charleroy, Pa. 

Foreman, John R., Pvt., Homewood, Miss. 

Foster, Max H., Pvt. 1st. CI., Buchanan, Mich. 

Fowler, Albert C, Pvt., West Brownsville, Pa. 

Frey, Fretz, Pvt. 1st CI., c /o Hall of Justice, San Francisco, Cal. 

Frick, Edward A., Pvt. 1st CI., 135 Chestnut St., Sedalia, Mo. 

Fridskgo, James J., Pvt., W. 3rd St., Missoula, Mont. 

Fuchs, Joseph, Pvt., Lodi Ave., Little Ferry, N. J. 

Geni-.ett, John H., Pvt., Mercerville, N. J. 

Gerth. Peter L., Cook, 192 Lomay Ave., Detroit, Mich. 

Gibbs, Lee D., Sgt., River Rouge, Mich. 

Gilbert, Louis J., Pvt., 775 Leath St., Flint, Mich. 

Glaal., Eugene A., Pvt., 20 Chestnut St., Crafton, Pa. 

Gladden, Claude R., Pvt. 1st CI.. Birdsnest, Ya. 

Godwin, Richard L., Cook, 461 N. 10th St. W., Salt Lake City, Utah. 

Goldberg, Morris, Pvt., 7 First St., Clifton, N. J. 

Granger, George W., Pvt.. R. F. 1). Xo. 3, Plainville, Mich. 

Gretn, Harry, Pvt., 158 Theodore St., Detroit, Mich. 

Griswold, Lloyd, Pvt. 1st CI.. Harvard, Mich. 

Gunn, Raymond, Corp., Algona. Iowa. 

Hagen, Stanley M., Sgt.. Harrison, Mich. 

Hamilton, John A., Pvt., 3708 3rd Ave., New York, X. Y. 

Hamilton, James D., Pvt. 1st CI., 505 Paul Bldg., Houston, Texas. 

Hamley, Charles W., Sgt. 1st CI., Gen'l Del'y, Seattle, Wash. 

Harrington, Thomas F., Corp., 169 Iron St., Johnstown, Pa. 

Harrison, Norman, Corp., 226 Point View St.. Pittsburgh. Pa. 

Hait, William L., Pvt. 1st CI., Andulisia, Ala. 

Heller, Yictor D., Cook, Twin Bridges, Mom 

Henderson, Thomas, Pvt. 1st CI., 751 X. 38th St., Philadelphia. Pa. 

Hill, Arvid J., Corp., 705 Fairbanks St., Iron Mountain, Mich. 

Hobert, Clarence P., Sgt., 1402 Hancock St.. Sandusky, Ohio. 

Hodgson, George W., Pvt. 1st CI.. 165 Blackstone St., Fall River, Mass, 

Hogan, Oden, Pvt. 1st CI., 107 W. Pine St., Ironwood, Mich. 

Holnes, Tohn W., Sgt., Lafavette, Ala. 

Hutchins, Ormal B., Pvt.. X. Wabash Ave . Wabash, Ind. 

Isakson, Axel P., Wagr., Kamawha. lov 

Jambois, Leopold V., Pvt., Donaldsonville, La. 

Johansen, Torolf, Mech., 1212 5th St.. X., Minneapolis, Minn. 

Jones, Herbert L., Corp., Baker, Ore. 

Kaivin, Joseph, Pvt., 95 Bright St.. Jersey City, X. J. 

Kearney, Peter J., Pvt.. 450 West End Ave.. New York, N. Y. 

Kemmler, Christopher, Corp., 543 Park Ave., Patterson. X. T. 

Kennedy, Mark B.. Corp., I860 Fuller St., Greenville, Texas. 

Kennedy, Michael £.. Corp.. P. O. Box 216, Escanaba, Mich. 

Kessler. Charles H., Pvt. 1st CI., 526 Willow St., Bordentown, X. J. 

King. Norman, Pvt., Bennett. Co] 

Kirk, Raymond, Pvt.. 2759 X. Lawrence St.. Philadelphia. Pa. 

Konka, Frank, Pvt., 722 Garfield Ave., Dotroit. Mich. 

Koslowski, Thomas, Pvt., R. F. D. No. 1. Junction City, Wis. 

La Franke, Peter. Pvt. 1st CI., Elizabeth, Pa. 

Lajcie, Edward P., Pvt. 1st CI., Humboldt, Mont. 

Lant, Bruce, Sgt., Red Oak. Iowa. 

Leaf. Robert. Pvt., 46 Jackson St., Muskegon, Mich. 

Lee, Julius, Pvt. 1st CI., 557 E. 2nd St., S.ilt Lake- City, Utah. 

Lipsett. Herbert E., Pvt., 395 E. Temple St.. Wash. Court House, Ohio. 

Liston, Charles R., Pvt.. Imagene, I 

Livingston, Wm., Pvt.. 229 Marion St., Patterson, X. J. 

Logue, Norman, Pvt., 609 West Penn. St.. Butler, Pa. 

Lugtig, Evert, Pvt. 1st CI.. 514 River St.. Hoboken, N. T. 

Madden, James J.. Pvt.. 836 Buron St.. St. Paul, Minn. 

Malier, John O., Pvt. 1st CI., P. O. Box 209. Kaukauna. Wis. 

Mazeika, Ralph, Pvt., 3219 Auburn Ave., Chicago, 111. 

\1 i rs, Harry D„ Pvt. 1st CI.. 216 X. Tenth St., Harrisburg, Pa 

Messick, Melton E.. Pvt.. Seaford, Dela. 

Miller, George R., Pvt., Leota. Midi. 

Mitchell, James R., Pvt., Church St., Leslie, Mich. 

Morris, Clifford, Pvt.. Vanderbilt, Mich. 

Morris, Ralph O, Pvt. 1st. CI., R. F. I). Xo. 11, Box 153. Mitchell, Ind 

Mover, Daniel B.. Pvt. 1st CI., 245 W. Main St., Palmvra. Pa. 

Murphy. John J., Pvt. 1st CI., 553 Henderson St., Jersey Citv, N. J. 

Mulhem, James C, Sgt. 1st CI., 1910 Brighton Road, Pittsburgh, Pa. 

McCullough, Ira J., Sgt., 1st CI.. R, F. D. Xo. 1, Box 78. Tucson, Ariz 

McLaren, Hugh A., Pvt. 1st. CI., R. F. D. No. 6, Midland Mich 

McManus, John, Pvt. 1st CI., 919 Merrick Ave., Detroit, Mich 



Nafziger, Clarence H., Sgt., Miles, Texas. 

Nelson, Nels I.. Pvt. 1st CI., National Mine, Mich. 

Neubert, Herman G., Pvt. 1st CI., Neubert, Tenn. 

Newmarker, John., 1st Sgt., 242 Pine St., Reno, Nev 

Nicolson, Andrew W., Pvt. 1st CI., 62 Monticello Ave, Jersey t uv, X. J. 

Norton, Francis C, Pvt. 1st CI., 203 Grandview Ave., Pittsburgh, Pa. 

Nystrom, Alfred, Pvt., 322 Baeser Ave., Ashland, Mich. 

Ochab, Anthony, Pvt., 427 Theodore St., Detroit, Mich. 

Ostermier, William A., Pvt., 1163 Chamber St., Trenton, N. J. 

Palmer, Clinton A., Pvt., 389 6th St., Minneapolis, Minn. 

Panchillo, Dominick, Pvt., Box 73, Forest Grove, Vineland, N. J. 

Perkins, Harry L., Mech., Musselshell, Mont. 

Phail, Andrew, Corp.. 1048'.. Hancock West, Detroit. Mali. 

Pickell, Claude E., Pvt. 1st CI., 71 Cedar St., Muskegon, Mich. 

Platte, Arnold J., Pvt., Westphalia, Mich. 

Pr.ihm. Hans T., Pvt.. Buskirke, N. Y. 

Kay, Kinsev, Pvt. 1st CI., Pikesville, Ky. 

Ream, Daniel R., Pvt. 1st CI.. 711 Grant St., Johnstown, Pa. 

Reimus, George L., Pvt. 1st. CI., 508 S. 10th St.. Saginaw, Mich. 

Reinberg, Leo. Pvt., 136 Murray St., Elizabeth, X. J. 

Roads, William R„ Pvt., R. F. D. No. 1, Comins, Mich. 

Rich, John. Corp., 51 Lothrop St., Detroit, Mich. 

Richter, Albert E., Pvt.. Freehurg. Mo, 

Rossiter, Michael, Pvt., 62 Harlam Ave., Pittsburgh, Pa. 

Runic, Renwick, J.. Pvt., 112 X. 1st St., Duquesne, Pa. 

Rynd, Joseph J., Cook. 250 Broad St., Lake Charles, La. 

Sathowski, Louis A., Mess Sgt.. 1143 3rd St.. Catasaqua. Pa. 

Seymour, Robert F., Pvt., 1st. CI., Oueen Anne. Md 

Sc'hneidman, Gottfried, Pvt.. R F. D. No 2. Saline. Mich. 

Sheein, Willian A., Sgt., Terrv. Mont 

Sheridan. William J.. Pvt 1st CI.. 415 Highland Ave., Chester, Pa. 

Shoultz, Fred, Pvt., North Branch, Mich. 

Storie, Walter W.. Pvt., Big Fork. Mont. 

Speck, Albert E., Pvt. 1st CI., 1700';. 2nd Ave., Great Falls. Mont . 

Spence, Preston J. M.. Pvt., 436 Roosevelt Ave., Fresno, Cal. 

Spitzer, Amos Z.. Pvt., R. F. D. No. 1. Broadway, Va. 

Spurlin, Fred R„ Pvt., R. F. D. No. 1. Box 18, Flat Rock, Ind 

Stevenson, Arthur, Pvt., 420 N. 6th St.. Saginaw. Mich. 

Smith, Justin P.. Pvt. 1st CI.. R. F. D. Xo. 3. Elmira, X. Y. 

Strutner, Severin A., Sgt . West Liberty. III. 

Studte, Henry S.. Pvt., 911 Vandever Ave.. Wilmington, Del. 

Swedler, Fred C. Pvt, 1st CI.. 5056 \V. 31st St.. Cicero, III. 

Sw-cnson, Lawrence R.. Pvt., 251 4th St., X. W., Mason City, Iowa. 

Swift, Elmer A., Pvt.. R. F. D, 1. Elon College, N. C. 

Tessin, Fred, Pvt., 926 Broadway, Shebovgan, Wis. 

Thomas, Harry T„ Pvt., Shelbwillle, Tenn. 

Thompson, Claudius A., Sat.. Alexandria, Minn 

Tull, Henry C, Pvt. 1st CI., Eastville Station, Va. 

Vandermarliere. Julius, Corp.. 351 Fisher Ave., Detroit, Mich. 

Van Frank. Clifford I , Pvt.. 2595 Eastern Ave., Cincinnati. Ohio. 

Veerman, Edmond, Pvt. 1st CI., 412 Notre Dame Ave., Cross Point. Mich. 

Volpini, Frederick, Pvt., 458 Vernon Ave., Long Island City, X, Y. 

Walstrom, Eric, Pvt. 1st CI.. 700 5th Ave., Iron Mountain, Mich. 

Wallers, James P., Pvt. 1st CI.. Ellensburg, Wash. 

Ward, Ezra II.. Jr.. Pvt. 1st C!., Port Sherman, Muskegon, Mich. 

Warner. Harry W., Pvt., 85 Palmer St.. Muskegon, Mich. 

Webb. William B.. Pvt., 2345 X. 15th St., Philadelphia, Pa. 

Wheeler, Arthur H.. Pvt. 1st CI.. Standish, Mich. 

Wichert, William, Pvt., 68 38th St., Milwaukee, Wis 

Williams, Charles, Pvt., 510 Sherman St., Johnstown, Pa. 

Williams, Ed., Pvt.. Thornburg, Ark. 

Wilson, Arthur R., Wagoner, Albion, Mont. 

Winslow, William R., Pvt. 1st CI., 153 West Cass St.. Alban, Mich. 

Wilson, Edwin D.. Pvt.. R. F. D. No. 5. Athens. Ala. 

Wirstrom, Harry C. Pvt.. 1367 E. 66th St.. Cleveland. Ohio. 

Witkowski, Felix, Pvt., 35 X'orth St., West Lind, Mass 

Woods. Owen. Pvt. 1st C!., 52 Sheffield St., Jersey City, N. J. 

Woods, Philtn A Wagoner, 187 E. Division St., Fond du Lac, Wis. 

Yerrick. Arthur R., Pvt,. R. F. D. X'o. 1, St. Johns, Mich. 

Yeske. Willi on F . Pvt. 1st CI.. R. F. D. X,,, 1. West Olive, Mich. 

Yocom, Karl T . Pvt.. R. F. D. No. 1, Goodman. Mo. 

Campniiy C 

Anderson. Hugh W.. Corn., 513 Williams St . kn ixville, Tenn. 

Achler, Henry, Pvt. 1st CI.. Bvron Center, Mich. 

Allison. Lester B.. Corp.. Fowler, Colo. 

A'oat, Geoige, Pvt., Bovce. La. 

Baker, Lee S.. Pvt . 208 X 2nd St.. Delmar, TV1 

Beall. Robert X . Set., 500 Midland St.. Bay City, Mich. 

Brown, Alvie IV. Corn., Beaver City, Neb. 

Bannister, Carl M . Cook, 136 Harnord St.. Binehamton. Tenn. 

Burklund, Edwin E . Pvt 1st CI., 170 27th St.. Ogden Utah. 

Boyd. Charles. Pvt. 1st CI.. 9 Grand Ave.. Harrison, X J 

Blank, Tubus. Pvt. 1st CI.. Iron Ridge. Wis 

Budd, John H., Pvt., 15 South Ave. Battle Creek. Mich 

Baton, Charles, Pvt., ; 7 Liberty St.. Trenton, X*. J. 

Bishop, Albert H., Pvt., Marion, Miss. 

Bergquist. Otto L., Pvt., 215 Clarendon Ave.. Auburn, R. T, 

Barrett. Rov. Pvt.. 2022 Spring Garden St.. Philadelphia. Pa 

P.urk, Tanas M , Pvt , 507 X". 7th St.. LaCrosse, Wis. 

Bean, Arthur L.. Pvt., 612 Ludgate St., Chippewa Falls, wis 

Bowers, Harrv C, Pvt.. Balboa. Canal Zone. 

I: ' s, Clou,- R .. Pvt.. 5 E. 36th St., Wilmington. Del. 

Bolst.-.d, Tohn V.. Pvt.. Viroqua, Wis, 

Bright, Charles G., Pvt., Crawfordsville, Ind. 

Courth ', R 5gl . 69 F, 15th St . Tuscon, Ariz. 

. Paul N . Corp.. 5 Pimm Ave., Auburn, X". Y. 
Connelly. Laurence. Wagoner. 2041 Princeton Ave., St. Paul, Minn 
Crawford. Joseph. Wagoner. 704 W. Allegheny Ave.. Philadelphia, Pa 
Cordrav, Toseph. Pet. 1st CI . 2415 Market St.. Wilmington. Del. 
Cramer, John V., Pvt. 1st CI.. 407 9th St.. Altoona. Pa. 
Cox. Charles A.. Pvt. 1st CI.. Seaburg Hotel. Raton. X, M. 
Creekmore. Harold D., Bugler, c 'o A., T. & S. F. Rv.. Amarillo, Texas. 
Cunningham. Bernard E.. Pvt. 1st CI., 652 Et 87. h PL, Raton, N. M. 
Carnahan, Edward L.. Pvt.. Bonaparte. Iowa. 
Crawford, William F., Pvt.. 219 S Franklin St., Mobile. La. 
Colton, Leo C. Pvt.. 508 N. 3rd St., East Newark, X. J. 
Colbert, John J., Pvt.. 629 Park Ave., St. Paul, Minn. 
Coffman, Charles W.. Pvt., Shelby, Mont. 
Courbot. Alexander L.. Pvt.. 4003 17th Ave., Seattle, Wash. 
Clark, Ward A.. Pvt.. 613 River St., Owasso, Mich. 
Clark, Charles C, Pvt., 3456 W. Polk St., Chicago, 111. 
Clarity, Wilfred E., Pvt., Douglas, Wyo. 

Conrow, Arthur G., Pvt., 2416 Trenwith Terrace, Atlantic City, N. J. 
Conroy, Bartholomew, Pvt., 126 Virginia Ave., Washington, Pittsburg. Pa. 
Coyle, Edward J., Pvt.. 1228 Airdrie St., Philadelphia. Pa. 



(221) 



Davis, Earl l ; ., Wagoner, Gunn City, Mo. 

Dickey, Norton, Cook, 137 -Myrtle St., Detroit, Mich. 

Diakoff, Alexander, Pvt. 1st CI., 23 Hart St., Detroit, Micll 

Downing, Fred T., Pvt. 1st CI., S34 E. Pine St., Portland, i I i 

Dier, Edward S., Pvt. 1st CI., 1005 E. Hattie St., Burlington, Iowa. 

Dowell, Harry F., Pvt. 1st CI., Fort Worth, Texas. 

Ditt, Allwies, Pvt., 384 30th St., Detroit, Mich. 

Daley, John J., Pvt., 2287 LaFayette Ave., Detroit. Mich. 

Dempster, Walter, Pvt., 9 Boroview Ave., Carnegie, Pa. 

Emerson, Tames G., Wagoner, Rex, Ark. 

Evans, Walter G., Cook, Richland, N. J. 

Edwards, L. E., Pvt. 1st CI., Essex St., San Antonio, Texas. 

Edwards. Howard A., Pvt. 1st CI., Beaver Meadows, Pa. 

Eppler, Clayton J., Pvt., Petoskey, Mich. 

Evans, Harold B., Pvt. 1st CI., 58 N. 3rd St., Stroudsburg, Pa. 

Ewald, Walter W., Pvt., 1019 Porter St., Saginaw, Mich. 

Emmerd, Louis M., Pvt., 608 W. Market St., Logansport, Ind. 

Fournet, Valsin A., Pvt. 1st CI., St. Martinville, La. 

Flood, William A., Pvt. 1st CI., Emmetsburg, Iowa. 

Frey, Joseph V., Pvt., Pine St., Thorold, Ontario, Canada. 

Flanagan, Andrew V., Pvt., Route 4, Box 17, Saugerties, N. Y. 

Fetty, Ralph C, Pvt., Paradise, Mont. 

Gates. Toseph E., Corp., R. F. D. No. 1, Altoona, Pa. 

Gingrich, S. 7., Corp., 4544 N. 13th St., Philadelphia. Pa. 

Grant, Samuel J., Pvt. 1st CI., 504 4th St., Green Bav, Wis. 

Griffin, James, Pvt. 1st CI., 249 9th Ave., New York City, X Y. 

Geckler, John, Pvt. 1st CI., 3703 Park Hill Ave., Milwaukee, Wis. 

Gustafson, Edwin, Pvt., St. Ignace, Mich. 

Glassey, Albert L., Pvt., 549 N. 5th St., Raton, N. M. 

Grebin, Henry D., Pvt., 72 Logan Ave., N., Minneapolis, Minn. 

Getz, John V., Pvt., 1208 Cameron Ave., Plainfield, N. J. 

Gaugler, Henry, Pvt., 216 Lincoln Ave., Williamsport, Pa. 

Gaines, William, Pvt., 724 Chester St., West Oakland, Cal. 

Goodsir, William H., Pvt., 321 Eighth St., Jersey City, N. T. 

Guinan, Joseph, Pvt., 1319 S. Guenther St., Philadelphia, Pa. 

Hust, Jack R., Sgt. 1st CI., 66 Henrv St., Detroit, Mich. 

Hickman, Jay E., Corp., 1407 17th St., Rock Island, 111. 

Harris. Walter B., Corp., 532 W. Sheridan St., Petosky, Mich. 

Horn, Herman H., Cook, Auberrv, Cal. 

Helm, Earl B., Pvt. 1st CI., 204 S. 2nd St., Albuquerque, N. M. 

Hoagland, John J., Pvt. 1st CI., 239 Baldwin St., New Brunswick, X. T. 

Heth, Fred, Pvt., 1284 National Ave., Milwaukee, Wis. 

Harner, Playford P., Pvt., 10 N. 3rd St., Duquesne, Pa. 

Hancock, Roy W., Pvt., Twin Bridges, Mont. 

Holt, Robert F., Pvt., c /o R. G. Freight Office, Alexandria, La. 

Hanby, Charles C, Pvt., 443 Swatara St., Steelton, Pa. 

Hughes, Frank J., Pvt., 830 Park Ave., Hoboken, N. J. 

Harvey, Walter, Pvt., Box 333, Houghton, Mich. 

Halloway, Elisha W., Corp., 415 Randolph St., Cape Charles, Wm. 

Hebert, Henry C, Pvt., 1057 Wabash Ave., Detroit, Mich. 

Hansen, Ole, Pvt., Donnellv, Minn. 

Irby, Arthur B.. Sgt., Raton, N. M 

Johnson, Jay. Pvt., 1637 Lavford St.. St. Paul. Minn. 

Kelton, Earl C, 1st Sgt., 408 W. Midland St., Bav City, Mich. 

Ktnsey, Fred V., Mess Sgt., Houston, Texas. 

Kellner, John M., Sgt., 114 W. Madison St., So. Bend, Ind. 

Kleinheim, Sanford, Sgt., S. E. Market St., Wichita, Kans. 

Klar, Roy A.. Corp., Huron, S. Dak. 

Kepncr, Frank R., Corp., 226 W. Southev Ave., Altoona, Pa. 

Kojak, Alexander Bugler, 434 W. 40th St., New York City, X, Y. 

Kilch, John L., Pvt. 1st CI., 603 Superior St., New Castle, Pa. 

Kibbee, Bert G., Pvt. 1st CI., Winnemucca, Nev. 

Killelea, Austin F., Pvt. 1st Cl„ 2369 Annunciation St., New Orleans, La. 

Kanaley, Robert, Pvt. 1st CI., 335 E. 19th St., Brooklvn, N. Y. 

Kramer, Frank- J., Pvt., 780 Willis Ave., Detroit, Mich. 

King, William R., Pvt., 79 Atwater St., St. Paul, Minn. 

Knowles, George E., Pvt., 208 Michigan Ave., Bogalusa. La. 

Kearney, Daniel A., Pvt., 1953 Hunt Ave., Van Nest, N Y. 

Lebenstein, Joseph, Corp., 535 Sacramento St., San Francisco, Ca.l 

Law-ton, Joseph, Pvt. 1st CI., 87 33rd St., Milwaukee, Wis. 

Larkin, Alfred, Pvt. 1st CI., Perth Amboy, N. J. 

Loper, Joshua G., Pvt. 1st CI., R. F. D. No. 4, Merchantsburg, Pa. 

Livingston, Robert E., Pvt., Apt. J. Kuster Annex, Salt Lake City, Utah. 

Llovd, Edgar C, Pvt., Box 17, Carpenter, Miss. 

Lawson, Brvan, Pvt., Brownsville, Texas. 

Lotier, Victor A., Pvt., 419 S. 6th St., Camden, N. T. 

Logan, Peter, Cook, Box 189, Wakefield, Mich. 

Larson, Ben, Pvt., c /o Leonard Larson, McGill, Nev. 

Leight, Clifton E., Pvt., 1808 Pine St., Wilmington, Del. 

Miller, John L., Sgt. 1st CI., 812 W. Dewald St., Ft. Wavne, Ind. 

Medlam, William O., Sgt., Ill E. Superior St., Ft. Wayne, Ind. 

McGovern, Hugh V. R., Corp., 47 High St., Jersey City, N. J. 

McAlpine, John B., Wagoner, 50 Jeannette Ave., Windsor, Ontario, Canada 

McFadden, Wallace L., Pvt. 1st CI., 68S Lansing Ave., Detroit, Mich. 

Montell, Paul C, Pvt. 1st CI., Front St., Wormleysburg, Pa. 

Molk, Charles L., Pvt. 1st CI., 858 Livernois St., Detroit, Mich. 

Millikin. Kenneth P., Pvt., 516 N. Main St., Pocatello, Idaho. 

Magee, Perry C, Pvt., 813 Willis Ave., Champaign, III. 

Murray, Wilfred H., Pvt., 428 Maple St., Sault Ste. Marie, Mich. 

McMorrnw, Frank, Pvt. 1st CI., 1363 3rd Ave., New York, N. Y. 

Moore, William V., Pvt., 3544 Armitage Ave., Chicago, 111. 

Merrill, Ernest E., Pvt., 626 N. Warren St., Saginaw, Mich. 

Miller, Norval D., Pvt., 429 So. 4th St., Raton. N. M. 

McQuade, J. T., Pvt., 9 Waterford St., Union Citv, Pa. 

Miller, Earl G., Pvt., Sunnyside, Utah. 

Mews, William C, Pvt., Huron, S. Dak. 

Miller, A. C, Corp., 732 Willow Ave., Hoboken, N. J. 

McCormick, W. J., Pvt. 1st CI., 2516 New Haven Ave., Ft. Wavne, Ind. 

Miles, William F., Salt Lake City, Utah. 

Xixnn, George J., Sgt., Texarkana Ice Co., Texarkana, Texas. 

Nelson, Leo 0„ Corp., 165 Grove St., Blue Island, 111. 

Nodier, John E., Pvt., 702 So. Claiborne St., New Orleans, La. 

Nagle, George F., Pvt., 479 17th St., Detroit, Mich. 

Nostrand, Wallace, Pvt., Put-In-Bav, Ohio. 

O'Bannon, Herbert, Pvt. 1st CI., 1003 N. Olive St., San Antonio, Texas. 

Ohman, Bror A., Pvt. 1st CI., Pavola, Mich. 

Patterson. Arthur H., Sgt., 2723 Boone Ave., Spokane, Wash. 

Perkins, Isom E., Corp., 304 So. 19th St., Herron, 111. 

Perkins, Lewis H., Mech., Princeton, W. Va. 

Poyser. Albert M., Pvt. 1st CI., 1229 E. Cedar St., South Bend, Ind . 

Phillips, Fred G., Pvt., Stillwater, N. J. 

Paul. George H., Pvt. 1st CI., 1726 Cedar St.. Milwaukee, Wis. 

Phillips. Bert, Pvt. 1st CI., 934 R St., c /o S. P. R. R., Fresno, Cal. 

Pitts, Eli A., Pvt., 1454 Cadillac Ave., Detroit, Mich. 

Pannone, Antonio, Pvt. 1st CI., c /o A., T. & S. F. Ry., Raton, N. M. 

Pickford, Walter R., Pvt., 220 Dickson St., Michigan Citv, Ind. 

Pollari, John, Pvt., Box 24. Demmon, Mich. 



Porter, Fh yd I.. Pvt., 131 Cowan Si , Knoxvillle, Tenn. 

Quigley, Herman R.. Pvt., 135 Second St., Bordentown, X. I. 

Ritts, Ellis V., Sup. Sgt., 2628 Oak Ave., Altoona, Pa. 

Rhynard, Samuel E., Corp., 1029 East Willis Ave., Detroit, Mich. 

Ryan, Emmet J., Corp., 930 Dunlap Ave., Menominee, Mich. 

Riepen, Carl W., Pvt. 1st CI., 605 Sperry St., Bushuell, 111. 

Russell, William, Pvt. 1st CI., 90 6th St., Detroit, Mich. 

Robinson, Clvde R., Pvt. 1st CI., Williamsport, Ind. 

Russell, David H., Pvt. 1st CI., 412 St. Paul St., Baltimore, Md. 

Rivette, Joseph, Pvt., Chisholm St., Alpena, Mich. 

Raymond, William, Pvt., 376 Grove St., Milwaukee, Wis. 

Ross. Nelson C, Pvt., A. P. O. 2, Avoca, Mich. 

Rutland, William P., Pvt., Tralake, Miss. 

Raether, August J., Pvt., 203 Schroeder Ave., Detroit, Mich. 

Sendgikoski, Edmund S., Pvt. 1st CI., Box 84, Keansburg, X. J. 

Shauehnessy, William J., Sgt. 1st CI., Kennewick, Wash. 

Simklns, John, Sgt., 430 Depot St., Ashevillle, X. C. 

Schoriherr, Harry, Sgt., 596 St. Anns Ave., Bronx, New Y'ork, N. Y. 

Schramm, Charles, Pvt. 1st CI., 42 Alice St., Hammond, Ind. 

Summerson, Charles B., Corp., 3614 1st Ave., Spokane, Wash. 

Schneider, Jacob, Mechanic, 1336 Park Ave., Rockford. 111. 

Skewis, Percy V., Pvt., c /o N. P. R. R. or Painter Hotel, Koatcnai, Idaho. 

Steinhauer, August, Pvt., 690 Price PI., Hammond, Ind. 

Shaffer, Edward J., Pvt., 14H Railway Ave., Cortlandt, X. Y. 

Schafer, Frank, Pvt., 200 Ashmeek St., Laurium, Mich. 

Stone, William F„ Pvt., 115 Marshall St., Battle Creek, Mich. 

Seaton, Richard, Pvt., 1819 12th Ave., Seattle, Wash. 

Schili, Clayton J., Pvt., 24 Yale St., Battle Creek, Mich. 

Snay, Ferdinand L, Pvt., Box 56, Mancelano, Mich. 

Schiller, Victor, Pvt., 3423 N. 11th St., St. Louis, Mo. 

Smith, Thomas J., Pvt., 356 Delaware Ave., Detroit, Mich. 

Sheeler, Amos H., Pvt. 1st CI., 1012 Poplar St., Wilmington, Del. 

Sicklick, Bernard, Pvt., 1639 Mt. Hope Ave., New Y'ork, X. Y. 

Skelly, James J., Pvt., 908 W. 2nd St., Wilmington, Del. 

Swets, John S., Pvt., Gary, Ind. 

Speck, David B., Pvt., Constantine, Mich. 

Sindecuse, Earl A., Pvt., 801 N. Ionia St., Albion, Mich. 

Smida, John, Pvt., 1743 Mohawk Ave., Chicago, 111. 

Sanders, Howard E., Pvt., 1534 N. 9th St., Reading, Pa. 

Tyler, George, Pvt. 1st CI., 213 5th St., Detroit, Mich. 

Thompson, Ivy A., Pvt., 169 Minerva St., Jackson, Miss. 

Trevey, Walter C, Corp., Payette, Idaho. 

Van Hees, Frank, Pvt. 1st CI., 611 Opelousas Ave., Algiers, La. 

Vercoe, Carl S., Pvt., 136 E. 8th Ave., Conshohocken, Pa. 

Wilev, Frank C, Sgt., 502 S. Magnolia St., Palestine, Texas. 

Warner, Frank B.. Sgt. 1st CI., 1826 21st St., Bakersfield, Cal. 

Ward, Leo B., Pvt. 1st CI., 668 Union Ave., Portland, Ore. 

White, George E., Pvt. 1st CI., 435 S. Roosevelt St., Green Bav, Wis. 

Weare. Walt K., Pvt. 1st CI., 2749 Polk St., Minneapolis, Minn. 

Wharton. George, Pvt. 1st CI., 199 E. Main St.. Somerville, X. T. 

Walsh, William, Pvt. 1st CI., 24 Gooham St., Waltham, Mass. 

Woodin, Stanley S., Pvt. 1st CI., Sunnyside, Wash. 

Wagner, William A., Pvt. 1st CI., 419 MacMillian St., Marquette, Mich. 

Weber. Fred W., Pvt., 1314 Hale St., Escanaba, Mich. 

Young, Roy O., Pvt., 15 So. Maryland Ave., Port Washington, N. Y. 

Ziegler, Royal H., Pvt., 2512 E. Dean Ave., Des Moines, Iowa. 

Bauer, Henry, Pvt.. R. 16, Caledonia, Wis. 

Livingston, fohn W., Pvt., 173 Sth St., Detroit, Mich. 

Russell, John B., Pvt., Milton, N. Dak. 

-ml ito 1 1 :« i i.,n Headquarters 

Bare, Earl H., Sgt., Box 132, Marysville, Pa. 

Brown, Warren L., M. E. Jr. Gr., 1238 Elliot St., Alexandria, La. 

Cummins, Farrin C, Pvt., Flint, Mich. 

Davidson, Signor W., Pvt., Sewath, Mo. 

Forbes, Earl G., M. E. Jr. Gr., 320 Forest Drive, Ceeur DAlene, Idaho. 

Frazin, Frank L., Pvt., 1000 W. 63rd St., Chicago, 111. 

Gerken, Ewald F., Pvt., New- Vienna, Iowa. 

Gosline, Joseph V., Bn. Sup. Sgt., 3839 Aspen St., Philadelphia, Pa. 

Grogan, John F., M. E. Jr. Gr., 300 Dayton Ave., St. Paul, Minn. 

Habiger, Clarence E., Sgt., East Las Vegas, N. M. 

Haglund, Charles R., Bn. Sgt. Maj., 2367 Territorial Road, St. Paul. Minn. 

Henderson, W. M., M. E. Sr. Gr., 606 South Jefferson St., Iola, Kans. 

Irwin, Leaton, Wagoner, 8th and Main St., Ouincy, 111. 

Jobes, Sidney I., Pvt. 1st CI., Roscoe, Pa. 

Johnson, Charles L., Corp., 396 Parkview Ave., Detroit, Mich. 

Johnson, Norman L., Wagoner, 1616 Hinman Ave., Evanston, 111. 

Leatherman, Leslie A., Sgt., Orleans, Ind. 

Nelson, Arthur, Cook, 1263 Edgerton St., St. Paul, Minn. 

Otto, Theodore, Pvt. 1st CI., Egg Harbor City, X. J. 

Rogers, Paschal, Pvt.. 126 Wharton St., San Antonio, Texas. 

Sullivan, Geo. H., M. E. Sr. Gr. 311 Minnesota Ave.. Grand Froks, X. Dak. 

Thornton, Floyd E., M. E. Jr. Gr., 1025 Myrtle St., El Paso, Texas. 

Company D 

Aiken, Samuel J., Pvt., 144 S. 17th St., Pittsburg, Pa. 

Adams, John B., Pvt., Gen. Del., Decatur, Miss. 

Allen, James P., Pvt., Mabank, Texas. 

Andeison, Joseph, Sgt., 738 Oak St., Napa, Cal. 

Augustus, Roy, Wagoner, 1524 Myrtle St., Oakland, Cal. 

Bahnmiller, John, Pvt., 4319 Pasedena Ave., Los Angeles, Cal. 

Bany, William F., Pvt. 1st CI., Keene, N. H. 

Basterash, Edmund, Corp., Chisholm, Minn. 

Bastian, Ray H., Pvt., Kaukauna, Wis. 

Bates, Howard tj., Corp., 349 Hummel St., Harrisburg, Pa. 

Beals, Orvillle, Sgt., 6739 Harrisburg Road, Houston, Texas. 

Beers, Walter, Bugler 1st CI., Marvsvillle, Pa. 

Beleal, Ira J., Pvt., 205 5th St., Kelly Citv, X. Dak. 

Bernard, Chester L., Pvt.. 1600 Sth Ave., Altoona, Pa. 

Boggis, Arthur, Corp., Mt. Carmel, III. 

Boland, John E., Pvt., 418 Lucas Ave., c /o Acme Hotel, St. Louis, Mo. 

Bos. Simon, Pvt., R. R. No. 2, Central Lake, Mich. 

Bourdill, Edward J., Cook, Auburn, Wash. 

Bovlc. Samuel L, Pvt., 24 Washington St., Trenton, N. J. 

Brown, Stewart C, Pvt., 415 Bellview St., Altoona, Pa. 

Bulla, George H., Pvt., 4432 Van Buren St., Chicago, 111. 

Burke, Arthur G., Pvt. 1st CI., 164 Bother St., Ottawa, Canada. 

Burke, Timothy, Pvt., 576 Brothwick St., Portland. Ore. 

Bruce, Frank D., Pvt. 1st CI.. 48 Convent Ave., New York, N. Y. 

Buchanan, Roy W., Pvt. 1st CI., Brandon, Miss. 

Bvrne. Charles S„ Pvt., St. John, N. Dak. 

Cain, Robert E., Pvt. 1st CI., 4520 Ditman St., Philadeplhia, Pa. 

Carey, Thomas A., Pvt., 9132 Greenwood Ave., Chicago, 111. 

Carlson, Carl A., Pvt., 507 Washington Ave.. Ludington, Mich. 

Carr, Daniel G., Pvt. 1st CI., 2711 Taylor, Minneapolis, Minn. 

Casey, Mark, Sgt. 1st CI., Glenwood, Minn. 



(22l 



Gate, Sam, Pvt. 1st CI., Petros, Term. 

Cole, Charles G., Corp., Allensville, Ky. 

Coleman, Arthur I., Pvt., 201 Perm St., Pittsfield, Mass. 

Cox, Don B., Wagoner, c /o Mrs. A. Varner, Cause, Texas. 

Crawford, Harrv, Corp., 1216 E. Lewis St., Pasco, Wash. 

Cronk, Earl T., Pvt. 1st CI., Pembroke, Va. 

TJailev, Harry J., Sgt. 1st CI., 39 Front St., Franklin, Pa. 

Dav, Roy H., Pvt., 819 Young St., Neosho, Mo. 

Delong, Nate J., Pvt., 2 North Culver St., Chippewa Falls, Wis. 

Devine, Peter A., Pvt., 727-A Brisbane Bldg., Buffalo, N. Y. 

Dolata, Michael, Pvt., 50 Lee St., Milwaukee, Wis. 

Dougherty, George F., Sgt. 1st CI., 387 Davis St., Blue Island, 111. 

Dowd, Peter, Pvt., c /o C. F. Holzwarth, Abilene. Kan. 

Earl, William H., Pvt., 58 Hylands Lane, Mobile, Ala. 

Easley, Delno F., Pvt., 639-5 Westlake Ave., Los Angeles, Cal. 

Ellis, Henry L., Pvt., 118 3rd St., Bridgeport, Pa. 

Elward, Rennie, Pvt. 1st CI., c /o Mrs. P. M. Cooney, Foley, Ala. 

Engler, Chester, Pvt., Bangor, Pa. 

Ferguson, Joseph G., Pvt., 1318 Claymore St., Wilmington, Del. 

Foster, Orson D., Pvt. 1st CI., 3 Pawpaw St., Dayton, Ohio. 

Fredrickson, Oscar W., Pvt., Champion, Mich. 

Garrison, William W., Pvt., R. F. D. 1, Elmer, N. J. 

Garrett, Thomas C, Pvt., R. F. D. 1, El Campo, Texas. 

Gathright, Thomas C, Pvt. 1st CI., Elizabeth, La. 

George, Steve, Pvt. 1st CI.. Hankinson, N. Dak. 

Gillingham, Paul O., Pvt., 58 Willis Ave., Youngstown, < Ihio. 

Goclbev, William C, Pvt., 1320 Boulevard, Houston. T.-xas. 

Gray, Paul, Pvt. 1st CI., 435 Robinson St., Braddock. Pa. 

Gray, Newman D., Sgt. 1st CI., 1222 Washington St., Wilmington, Del. 

Green, Edwin A., Pvt. 1st CI., Dilworth, Minn. 

Grim, Oliver F., Cook, 914 So. Kent St., Winchester. Ya. 

Greeton, Wallace J., Pvt., Harlowton, Mont. 

Grevsen, George, Pvt. 1st CI., Englishtown, N. J. 

Guinn, Harry C., Pvt., Rising Fawn, Ga. 

Gunnell, Eugene, Pvt., Vienna, Va. 

Hamilton, Orren E., Pvt. 1st CI., Broad Top, Pa 

Hammerlv, John, Pvt., 896 Gaultier St., St. Paul, Minn. 

Hammonds. Albert T., Pvt., R. F. D. 31, Box 39, El Paso, Texas. 

Hamrick, lames M., Pvt. 1st CI., Box 95, Frost, Texas. 

Hanna, Ray E., Pvt. 1st CI., 516 5th Ave., N., Jamestown, N. Dak. 

Harkins, James B., Corp., Elk Creek, Neb. 

Harper, William T., Pvt., c /o Wm. Hannon, 6th and Hickorv St., St. Louis, Mo 

Hart, Alfred E., Pvt. 1st CI., 349 E. Greanium St., St. Paul, Minn. 

Hartigan, Martin T., Corp., 2305 N. 44th St., Seattle, Wash. 

Havey, Rawland S., Pvt., 315 Ash St., Baraboo, Wis. 

Hawley, George M-, Bugler, 326 N. Chestnut Ave., Green Bay, Wis. 

Hearty, John W., Corp., 522 4th St., South, Great Falls, Mont. 

Hendrick, Will, Corp., 2214 Franklin Ave., Houston, Texas. 

Hil.bard, Charles S., Pvt., 4354 Bergerlv Ave., Chicago, III. 

Hill, Clement G., Pvt. 1st CI., 615 S. 5th St., St. Clair, Mich. 

Hodge, Fred, Pvt., SOS Augusta Ave., Sault Ste. Marie, Mich. 

Hoes, Lyle H., Pvt., 765 Garfield Ave., Dubuque, Iowa. 

Holzwarth, Charles F., Sup. Sgt., Abilene, Kans. 

Hoppe, Gust F., Pvt., 747 Will St., Chicago, Ills. 

Hoover, Raymond E., Pvt. 1st CI., Enola, Pa. 

Horn, Harry J., Pvt. 1st CI., Detroit, Mich. 

Howard, William M., Pvt., Dixon, Cal. 

James, Allanson D., Cook, c /o S. W -James. Murietta, Cal. 

Jemison, Jack M., Jr., Pvt. 1st CI., 1416 3rd Ave. No., Columbus, Miss. 

Jennett, Douglas, Mess Sgt., 211 So. High St., Albuquerque, N. Mex. 

Jensen, Harry W., Pvt., 302 River St., South, Austin, Minn. 

Johnson, Axel, Pvt., 423 E. Jessamine St., St. Paul, Minn. 

Johnson, Laverne G., Pvt., 1319 Van Buren St., South Bend. Ind 

Johnson, Thomas E., Pvt., Concordia, Kans. 

Johnson, Sanford C, Pvt. 1st CI., 466 Tubec Ave., W. Toronto, Canada. 

Johnston, Clifford H., Pvt., 502 Jarvella St., No. Side, Pittsburgh, Pa. 

Jones, Jerret W., Pvt., Bainvillle, Mont. 

Jones, Amos D., Mechanic, 324 Perez St., San Antonio, Texas. 

Jones. John, Pvt. 1st CI., 535 Lester Terrace, Camden, N. J. 

Jewell, James C, Pvt., Speers, Pa. 

Jorgensen, William H., Pvt., 526 30th Ave., Milwaukee, W r is. 

Judd, Clifford B., Pvt., 1362 Searle St., St. Paul, Minn. 

Kaplinski, Frank. Pvt., 1010 Mitchell St., Jackson, Mich. 

Kelly, Edward J., Pvt., Weverhaeuser, Wis. 

Kelly, James J., Jr., Pvt. 1st CI., 1155 Tree St., Philadelphia, Pa. 

Keppel. William C, Pvt., 538 Virginia Ave., St. Paul, Minn. 

Kimble, Wilford E., Pvt. 1st CI.. Benbrook, Texas. 

Kilty, William P., Corp., 1112 So. 4th St., Stillwater, Minn. 

King. Alexander H., Jr., Pvt. 1st CI., 5920 Wellesly Ave., Pittsburgh, Pa. 

Kiser, Julius, Pvt., Tower, Mich. 

Klingensmith, Chas. G., Corp., 1624 Macadam St., Portland, Ore. 

Knowles, Edwin V., Pvt., R. R. 3, Kent, Wash. 

Kouns, Samuel D., Pvt. 1st CI., 501 Church St., Mobile, Ala. 

Kuykendall, Chas. X.. Pvt., 8th St. and 4th Ave., Columbus, Miss. 

Lacey, Edward M., Sgt., 843 Delaware Ave., North Anderson, Ind. 

Lamb, Lewis L., Pvt., Costello, Pa. 

Langston, Theodore A., Pvt., 544 So. 2nd St., Raton, N. M. 

Learn, Irvin L., Pvt., Belvidere, N. J. 

Loftus, James M., Pvt., c /o W. F. Jordan, Osage, Iowa. 

Lund, Theodore, Pvt. 1st CI., Spooner, Wis. 

Malunney, David J., Pvt. 1st CI., 633 E. 90th St., Chicago, 111. 

Martin, Joseph C, Pvt., 309 West Market St., Warren, Ohio. 

Mayo, Frank H., Jr., Pvt., Harahan, La. 

Menzies. Charles, Pvt., 414 W. 23rd St., Baltimore, Md. 

Metzger, Carl G., Pvt., 1045 Dakota Ave., Huron, S. Dak. 

Meyers, Charles J., Pvt., 410 St. Paul Ave., Tersev City, N. T. 

Miller, James C, Sgt., Wilmer, Ala. 

Milner, Myles J., Pvt. 1st CI., 455 Collins St., St. Paul, Minn. 

Mooney, Thomas F., Pvt., Spring Valley, Minn. 

Morgan, Bertram G., Corp.. 180 Washington Ave., Altoona, Pa. 

Morgan. Henry, Sgt., N. McAlester, Okla. 

Moore, Jasper A.. Pvt. 1st CI., Hallettsville, Texas. 

Morton, Robert D., Pvt., Muskegon Heights, Mich. 

Mory, Albert J., Pvt. 1st CI., c /o L. Mory, E. Franklin Ave., Ridgewood, N. T. 

Moylan, Frank D., Corp., 234 9th St., Jersey City, N. J. 

Mullen, John E., Sgt., 595 Ashland Ave., St. Paul, Minn. 

Muncy, Russell J., Pvt., Los Angeles, Cal. 

Munlin. Michael C, Pvt. 1st CI., 2303 Maurv St., Houston, Texas 

Murphy, John M., Pvt. 1st CI., 835 Railroad Ave., E. Las Vegas, N. M. 

Musser, Philip B., Sgt., c /o P. H. Musser, Millheim, Pa. 

Murray, Clarence A., Corp., Randolph, Minn. 

McCrady, Leland M., Pvt., Forest Grove, Wash. 

McElroy, Floyd I., Pvt., Paradise, Mont. 

McEwen, Samuel A., Corp., Erwin, Tenn. 

McFarlane, John H.. Pvt., 2219 Fillmore St., N. E., Minneapolis, Minn. 

McGill, Thomas J., Pvt., 3740 Lancast Ave., Philadelphia, Pa. 

McLeod, Peter A., Pvt., Leaf, Miss. 



McLoiul. Tohn B., Pvt., Kingsville, Texas. 

Nelson, Carl H., Pvt., 1209 E. 21st St., Minneapolis, Minn. 

Nelson, Martin, Pvt., 301 Maple St., Crookston. Minn. 

Noble, Roy O., Pvt. 1st CI., Gen. Del., Ely, Nev. 

Novak, Steve, Mechanic, Gen. Del., Perth Ambov, N. I. 

Nowlin, Thomas M., Pvt. 1st CI., 604 Turner St., Waco, Texas. 

O'Donnel, Joseph, Sgt., c /o Lawyers Hotel, Passaic, N. I. 

Padden, William M., Pvt. 1st CI., East Ely, Nev. 

Patterson, Roy E., Pvt., 4S6 Turney St., Sausalito, Cal. 

Peacock, John S., Pvt. 1st CI., 4313 Ardmore Ave., Cleveland, i ' 

Petersen, Thomas G., Pvt., 524 South Bernard St., Spokane, Wash. 

Pfeifer, Emil, Pvt., 16 Germania Ave., Jersey City, N. J. 

Phelan, Joseph F., Jr., Wagoner, 105 Thompson Ave., Adrmore, Pa. 

Pickard, Arthur G., Pvt., R. F. D. No. 1, Lake City, Mich. 

Pinckney, Richard H., Sgt., 1902 State St., Houston, Texas. 

Polcvn, Charles, Pvt., 1317 Buffum St., Milwaukee, Wis. 

Pratt, Ernest I., Wagoner, 2 6th St., N. W., Milnot, N. Dak. 

Price, Walter R., Pvt., Pierre, S. Dak. 

Querns, Tohn W., Pvt. 1st CI., US 3rd St.. Bridgeport. Pa. 

Ouine, John W., Pvt., 65 Cornell St., Portland, Ore. 

Rahn, Percy E., Pvt., Huron, S. Dak. 

Raymond, John E., Pvt., Wyman, Mich. 

Renner, Robert R., Pvt., Paradise, Mont. 

Riley, Frank E., Pvt. 1st CI., Quanah, Texas. 

Roark, Tohn E., Pvt., Billings, Mont. 

Robichaud, Tohn, Pvt. 1st CI., 252 Coffin Ave.. New Bedford. .Mass. 

Robinson, William J., Corp., 7214 Upland St., Pittsburgh, Pa. 

Robinson, LeRoy R., Pvt., 702 Garfield St., Akron, Ohio. 

Rose, Alfred K., Pvt., Westvillle, N. J. 

Royer, Joseph R., Pvt., 203 E. 5th Ave., Altoona, Pa. 

Royston, Howard L., Pvt., 210 First St., Richmond, Cal. 

Rumberger. Ray H., Corp., 825 S. Park Ave., Erie, Pa. 

Salvesen, Trvgve C, Pvt. 1st CI., Drake, N. Dak. 

Sandey, Rudolph E., Pvt. 1st CI., R. 4. Box 58. Isanti. Mi. 

Sather, Edwin K., Pvt. 1st CI., 2455 Cedar Ave., Minneapolis, Minn. 

Sauers, Jesse, Pvt., 711 N. Harrison St., Ludington, Mich. 

Schrader, Edward M., Pvt., 1902 Fillome St., N. E.. Minneapolis, Minn. 

Schilling, Bartlett A., Pvt. 1st CI., Needles, Cal. 

Scout, Willis P., Pvt. 1st CI., Smyrna, Del. 

Sherlock, Charles S., Pvt. 1st CL, 36 Jefferson Ave.. Muskegon, Mich. 

Sherman, Van T., 1st Sgt., 509 Vine St., Chillicothe, Mo. 

Shulenberger, C. A., Pvt. 1st CI., 1625 Clark Ave., Wellsville. Ohio. 

Sims, Earl C, Pvt. 1st CI., Clarington, Ohio. 

Simpson. Charles B., Pvt., 127 22nd St., Detroit, Mich. 

Smith, Charles H., Pvt. 1st CI., Mosston, La. 

Smith, Edward T., Pvt., 1037 W. Lafavette Bl., Detroit, Mich. 

Smith, Henry C, Pvt., 37 Alice St., Beacon City, N. Y. 

Smith, James I., Pvt., 1507 Gorman St., Cincinnati, Ohio. 

Snyder, Lowry L., Wagoner, 506 E. Main St., Peru. Ind. 

Spragg, Stephen W, Cook, 119 St. Stephens Ave., Mobile, Ala. 

Solt, Arthur T., Pvt.. 213 Broad St., Perth Amboy, N. J. 

Spurgeon, Ray O., Pvt. 1st CI., Kingsville, Texas. 

Stever, Edgar F., Pvt., Walnutport, Pa. 

Stewart, Henry G., Pvt., Bothell, Wash. 

Stewart, Josen'h A., Pvt., 216 Pine St., Elizabethport, N. J. 

Stokesberry, Roy E., Pvt., 3459 Penna. Ave., St. Louis, Mo. 

Sublette. Hubert C, Pvt., 114 W. De Soto St., Pensacola, Fla. 

Surls, Harry C, Pvt. 1st CI., Sebring, Ohio. 

Sweeney, Charles H., Sgt., 302 N. Henry St., Bay City, Mich. 

Tanner, Hedrick G., Pvt., c /o Bowles Co., 1st and Jackson Sts., Seattle, Wash. 

Tatman, William E., Pvt. 1st CI., 9th and Spruce Sts., Chicol, Cal. 

Thomas, Harry H., Pvt. 1st CI., 1924 1st Ave., Perry, Iowa. 

Thompson, James W., Pvt. 1st CI., Collinston, La. 

Thompson. Robert W., Pvt., 3 Granite St., Pittsburgh, Pa. 

Thomsen, Stuart T., Pvt., c /o Sou. Pac. Rv., San Francisco, Cal. 

Toft, Martin P., Corp., SOS 7th Ave., Oakland, Cal. 

Travis, James C, Pvt., Mingus, Texas. 

Trindle, William L., Pvt., 752 Ringgold St., Philadelphia, Pa. 

Trusty, Thomas F., Pvt.. Randlett, Okla. 

Ullery, Leo W., Pvt., 1022 W. 31st St., Indianapolis, Ind. 

Van Dyke, James, Pvt. 1st CI., Swanton, Ohio. 

Watson, Linton W., Pvt. 1st CI., Kingsville, Texas. 

Wehmeier, Albert H., Pvt., 2424 Beulah St., Pittsburgh, Pa. 

Westwood, Ernest, Pvt., Elrama, Pa. 

Westover, Frank B., Pvt., 1809 12th St., Superior, Wis. 

White, Frank, Pvt., Jamestown, N. Dak. 

Williams, Bernard. Pvt., 236 E. 53rd St., New York, N. Y 

Wilson, William H., Cook, 274 Summit Ave., West Hoboken, N. J. 

Wood, Roscoe B.. Pvt.. R. F. D. No. 3, Manchester, Tenn. 

Woodworth, Welburn Y., Corp., 513 Emmet St., Beaumont, Texas. 

Young, William, Pvt., East Elv, Nev. 

Smith, Roy J., Pvt. 

Company E 

Abbott, John E., Pvt.. c/o J. J. Abbott, R. R. 1, Moberlv, Mo. 

Akerman, David C, Pvt. 1st CI., Raton, N. M. 

Alexander, Llovd A., Corp., 1509 W. Center St., Warsaw. Ind. 

Allen, Richard H., Sgt. 1st CL, Raton, N. M. 

Allen, William A., Corp., Holdenvillle, Okla. 

Anderson, Frank A., Pvt., 1110 Wells Ave., Escanaba, Mich. 

Anderson, William M.. Pvt. 1st CI., Gen. Del., Minot, X. Dak. 

Appelman, Walton F., Pvt. 1st CL, Cornwallis, Ore. 

Armstrong, Darak B., Pvt., 1127 N. Eleanor St., Knoxville, Tenn. 

Austin, Luther V., Pvt., 802 Main St., East Las Vegas, N. M. 

Baker, George, Pvt., Delmar, Del. 

Baker, Guy O., Pvt., Dorothy, W. Va. 

Ball, tohn, Corp., Gen. Del., El Paso, Texas. 

Barr, Tohn. Pvt., 2337 W. Atlantic St., Philadelphia, Pa. 

Beck, Thomas H., Pvt. 1st CL, Gabool, Mo. 

Beeler, Eugene H., Corp., R. F. D. No. 4, Jefferson, Texas. 

Bell, Marvin, Sgt., Gen. Del., El Paso, Texas. 

Beitel, Matthew T-, Pvt., Indiana Ave., Avonmore. Pa. 

Bennett, Arthur V., Pvt. 1st CL, 5801 Aberdeen St., Chicago, 111. 

Bergquist, Carl J., Pvt., 202 St. Paul St., Jamestown, N. Dak. 

Bergquist. Jov M., Pvt., 1506 3rd Ave. South, Minneapolis, Minn. 

Bishop, Charles E., Pvt., 300 Clark St., Saginaw, Mich. 

Bizet, Gaston, Pvt. 1st CL, 307 W. 39th St., New York City, N. Y. 

Blair, Henry M., Pvt., 40 Bartlette St., Asheville, N. C. 

Brann. Harry C, Pvt., Quenmo, Kans. 

Bryant, Robert R., Sgt. 1st CL, c/o Elks Club, El Paso, Texas. 

Burch, Rutus, Pvt., Athens, Ga. 

Burkhart, Raymond W., Pvt. 1st CL, c/o Y. M. C. A., Cumberland, Md. 

Burns, Tohn O., Pvt. 1st CL, Belleville, Texas. 

Burris, Rav H., Pvt. 1st CL, Kellv Lake, Minn. 

Calligan, Harold T., Pvt., 395 Sixth Ave., Milwaukee. Wis. 

Carroll, Walter P'., Pvt., 151 W. 9th Ave., Columbus, Ohio. 

Casey, Nicholas J., Pvt., 123 Brunswick Ave., Lambertvillle, N. J. 



(223) 



Chaille, Roy, Pvt., 570 N. Tremont Ave., Indianapolis, Ind. 

Chambers, Joseph B., Pvt., 1425 Shoop St., Harrisburg, Pa. 

Chapel, Norman B., Pvt., 211 Fulton St., Petoskey, Mich. 

Chipman, Alvie M., Pvt. 1st CI., 3600 Julius St., Dallas, Texas. 

Clark, Earl O., Pvt. 1st CI., Glendive, Mont. 

Clark.Robert A., Pvt., 27 Cherry St., Detroit, Mich. 

Clark, Sheridan, Pvt., 3207 North American St., Philadelphia, Pa. 

Combs, William T., Pvt. 1st CI., 1905 Adams Ave., La Grande, Ore. 

< losson,* Thomas S., Pvt., Tyrone, Pa. 

Connaty, Martin, Corp., 905 North 2nd St., Vincennes, Ind. 

Cooper, Howard F., Pvt., 427 Hotel St., Pottsville, Pa. 

Corev, Ormie C, Pvt., New Castle, Wyo. 

Cramer, John B., Pvt. 1st CI., 23654 First St., Jersey Citv, N. J. 

Crawford, Win. E., Pvt. 1st CI., 4426 N. Kenneth Ave., Chicago, III. 

Crossland, Fred, Pvt., 305 Montgomery St., Pullman, Wash. 

Cruse. Edward, Pvt., Gen. Del., Reno, Nev. 

Cullen, Robert W., Pvt. c /o B. & O. R. R. Co., St. George, Staten Island, N. Y. 

Cunningham, Sam G., Pvt., 1002 North Broad St., Knoxville, Tenn. 

Davidson, Emmett A., Pvt., 331 Crew St., Atlanta, Ga. 

Dent, Edward C, Pvt., 409 E. Buttles Ave., Midland, Mich 

Doan. Frank M., Pvt., 608 22nd St., Oakland, Cal. 

Donovan. John W., Pvt., 618 S. Fannie St., Escanaba, Mich. 

Drew, Paul, Corp., Jamestown, N. Dak. 

Duvall. Alfred \\ '., Pvt. 1st CI., 115 E. Main St., Jackson, Mich. 

Dwelle, Charles V., Pvt., 944 N. West St., Indianapolis, Ind. 

Eaton, William R., Pvt., Mulvane, Kans. 

Eckley, Kenneth F., Pvt., 3852 E. Pacific Ave., Spokane, Wash. 

Estci brook. Edward M., Sgt., c/o Elks Club, El Paso, Texas. 

Fagcthey. Eugene J., Pvt., 751 Lyon St., San Francisco, Cal. 

Farbaugh. Raymond A., Pvt. 1st CI., Carrolltown, Pa. 

Feely. John W., Sgt. 1st CI., c/o Dr. G. W. Bover, Drexel, Mo 

Ferstel, August H., Pvt. 1st CI., 511 N. Warner St., Bay City, Mich 

Fleissner, George F., Pvt., 662 30th St., Milwaukee, Wis. 

Fleming, David M., Corp., 242 Western Ave., Blue Island, 111. 

Ford, Edward J.. Pvt., 723 Vandever Ave., Wilmington, Del. 

Foreman, Howard H., Pvt. 1st CI., Glendive, Mont. 

Fortune, John P., Sgt., Old Fort, N. C. 

Foster, Rolla E., Pvt. 1st CI., Raton, N. M. 

Foster, James, Pvt., Raton, N. M. 

Foster. Fred L.. Pvt. 1st CI., 126 Hill St., Ann Arbor, Mich. 

Fox, Thomas P., Pvt., 380 Baker St., Detroit, Mich. 

French, Gilbert S., Cook, 147 Estudillo Ave., San Leandro, Cal. 

Garrison. Clarence C, Pvt., 38 Victoria PI., Asheville, N. C. 

Glendinning, Thomas T., Corp., 75 Westminster St., Providence, R. I. 

Gorman, Charles B., Pvt., 210 N. Normal Ave., Mount Pleasant, Mich. 

Graham. John, Pvt., S24 Locust St., Butler, Pa. 

Griuslade. Llo>d F., Wagoner, 1025 4th St., East Las Vegas, N. M. 

Gunther. Wm. F.. Pvt. 1st CI., 607 N. Ridgevvav Ave., Chicago, 111. 

Gunther, Austin J., Pvt., 607 N. Ridgeway Ave., Chicago, 111. 

Haney, Clyde O., Pvt.. R. R. No. 2, Chesaning, Mich. 

Haney, James A.. Pvt.. R. R. No. 2, Chesaning, Mich. 

Hairis. Albert i\\, Pvt. 1st CI., c/o Elks Club, El Paso, Texas. 

Harris. Howard R., Pvt.. 117 Oklahoma St., Knoxville, Tenn. 

Harrison, Arthur T.. Pvt. 1st CI., 328 Grand Ave., East Las Vegas, N M. 

Haves. Wm. S., Pvt., 1S26 Selma St., Selma, Ala. 

Hertz. James H., Pvt. 1st CI., 2819 Arctic Ave., Atlantic Citv, N. J. 

Hoffman, Charles E., Pvt., 6423 S. Halsted St., Chicago, 111. 

Holcomb, William J., Pvt., 2125 N. 14th St., Fort Smith, Ark. 

Horton, James B., Pvt., 1st CI., Box 4, Conway, Ark. 

Hoskins, James A., Pvt. 1st CI., 22S 21st St., McComb Citv, Miss. 

Higgins, Harry R., Corp., 711 Cedar Lake Road, Minneapolis, Minn. 

Hughes. Wallace B., Pvt. 1st CI., 430 Depot St., Asheville, N. C. 

Hull. Nathan A.. Pvt., R. R. No. 10, Columbia, Tenn. 

Hutchings, Melvin C, Pvt., 740 N. 3rd St., Raton, N. M. 

Hyde, Lee C, Cook, Raton, N. M. 

Jack, Durias B., Pvt., Puente, Cal. 

Jensen, Otto M., Pvt. 1st CI., Hartland, Wis. 

Jones, Roy D.. Pvt., Broad St., East Brady, Pa. 

Joyce, Harry J., Pvt., 1632 Ohio St., Chicago, 111. 

Joyce, John J., Pvt.. 3726 Wallace St., Philadelphia, Pa 

Joynt, George H., Pvt. 1st CI., R. D. No. 1. Box 123, Mingo Junction, Ohio 

Jussula, John J.. Pvt.. Box 163, Palmer, Mich. 

Kaiser, Herbert A., Pvt., 3542 Bryant Ave. N., Minneapolis, Minn. 

Kanarr, Harry C, Pvt., Irvona, Pa. 

Kenney, Dyas M., Pvt.. 412 N. 5th St., Raton, N. M. 

Keeney, Clinton M., Pvt., Winslow, Ariz. 

Ketrow, Lowell C. Wagoner, Paulding, Ohio. 

Keys, Claude D.. Pvt., 302 W. 20th St., Covington, Kv. 

Kimball. Frederick- W., Pvt. 1st CI., 4259 W. 8th St.', Cincinnati, Ohio. 

C, Corp., R. R. No. 2, Pomona, Kans. 
Kirby, John C, Sgt.. 1227 Shawmut PI.. St. Louis, Mo. 
Kobessen, Albert, Pvt. 1st CI., 1239 Lakeside Ave., Akron, Ohio. 
Koehler, Leland G., Pvt., McKean Ave., Donora, Pa. 
Kohlmeier, Leonard J., Sgt., Whitefish, Mont. 
Kubina, Wm. V., Pvt., 92S Meadow Ave., Charleroi, Pa. 
Lambert, Fred J., Pvt.. 1070 Iowa St., Dubuque, Iowa 
Laughlin, William F.. Pvt., Adair, Iowa. 
Law, Fred E„ Pvt., 3510 Harrison St., Chicago, 111. 

is, Jack G., Pvt., 2201 Pine St., Fort Worth, Texas. 
Ledbetter, Lee. Pvt.. Biltmore, N. C. 

I Due, Eugene H., 407 E. Franklin St., El Paso, Texas. 
Limmer, Henry P., Corp., 6610 Bav Parkwav, Brooklvn, N. Y. 
Long, George W., Pvt. 1st CI.. Rutherfordton, N. C. 
Ludwig, Frank J.. Pvt., 247 Union St., Blue Island, 111. 
Loughery, Edward W.. Pvt., Tyrone, Pa. 

•ry. Francis X., Pvt., Tyrone, Pa. 

■ . Adolph H., Corp., 2027 S. Tekoa St.. Spokane, Wash. 
Lunsford, John, Pvt., 531 W. Wilson St., Cleburne, Texas. 
McAleer, Leo A.. Pvt., 227 N. Tack-son St., Wilmington, Del. 
Mel tbe, Philip P., Sgt., Raton, N. M. 
M I in. Grady, Cook, Summervillle, Texas. 
W I in, Fan ris F.. Pvt. 1st CI., Whitney, Ala. 

. Patrii k, Corp., 286 Olive St., Blue Island, III. 
Mel lintock, George A., Mech., 802 Jefferson St., Wilmington, Del. 
McNabb, Charles J., Pvt., Forest Lake, Mich. 
McQuarrle, Archie, Cook. 1018 13th St., Superior, Wis. 
Mainhart, John E.. Pvt. 1st CI., 64S Main St., Johnstown, Pa. 
Manteufel, Arthur J., Corp., Channing, Mich. 
Marlm. Floyd C, Pvt., Park Falls, Wis. 
Mead, Bert M., Wagoner, c/o M. Meade, Bucklin, Kans 
Mehaffey, Joe H., Pvt. 1st CI., Wavnesville. N. C. 
Miller, Chester J., Pvt. 1st CI., 404 Ruth Ave., Santa Barbara, Cal 
Miller, Harry E., Corp., Raton, N. M. 
Mills, John F., Corp., Rice Lake, Wis. 

Mollenhauer, Carl H., Pvt., R. F. D. c/o Clarence Meyer, Palmyra, Mo 
Milhken. Merwin H., Pvt. 1st CI., Kingsvillle, Texas. 

5, James \\ ".. Pvt. 1st CI., 685 Columbia St., St. Paul, Minn. 



Mulhern, William E., Corp., 1301 4th Ave., East Altoona, Pa. 

Mullen, Charles E., Pvt. 1st CI., Elmore, Minn. 

Mullis, Frank J., Pvt. 1st CI., Gen. Del. Glasgow, Mont. 

Murphy, Wm. P., Pvt. 1st CI., 409 A Street South, Moorhead, Minn. 

Murray, Raymond J., Pvt., 1104 E. Missouri St., El Paso, Texas. 

Myers, John N., Corp., Glendive, Mont. 

Nally, Otto C, Pvt., 1211 Clara Ave., St. Louis, Mo. 

Nelson, Walter C, Pvt., 5622 Elizabeth St., Chicago, 111. 

Nichols, Fred A., Pvt., Kentwood, La. 

Niehans, Alfred A., Pvt., Penrose, Colo. 

Noey, Thomas E., Pvt., 1009 Neel St., West Homestead, Pa. 

O'Brien, James E., Pvt., 635 Washington St., N. E., Minneapolis, Minn. 

O'Brien, Philip J., Pvt., 4718 N. 20th St.. St. Louis, Mo. 

O'Connell, William J., Pvt., 1109 Escanaba Ave., Escanaba, Mich. 

O'Connor, George W., Pvt. 1st CI., 268 West 93rd St., New York, N. Y. 

Painter, John J., Pvt., 1st CI., 1361 San Bruno Ave., San Francisco, Cal. 

Patterson, Ermon A., Pvt. 1st CI., 604 21st St., N. W., Washington, D. C. 

Parks, Mortimer E., Pvt., 315 Military Ave., Detroit, Mich. 

Patton, James R., Pvt. 1st CI., Sunberrv, Pa. 

Paules, Ervin E., Pvt. 1st CI., R. F. D. No. 2, York, Pa. 

Pearson, Charles M., Pvt., 518 3rd Ave., S. W., Great Falls, Mont. 

Pernau, John W., Pvt., Johnstown, Pa. 

Piggott, John P., Corp., 107 Lincoln St., Negaunee, Mich. 

Polliard, Gale B., Pvt., New Bethlehem, Clarion Co., Pa. 

Quigley, Arthur E., Cook, 6119 Wabash Ave., Chicago, 111. 

Raughley, James W\, Pvt., 19 Perry St., Trenton, N. J. 

Rhodes, George E., Corp., Raton, N. M. 

Roberts, John C, Pvt., 268 Rector St., Perth Amboy, N. J. 

Rogers, Ralph P., Bugler, 3604 Stevens Ave., Minneapolis, Minn. 

Ruff, Norman O, Bugler, 1516, E. 61st St., Minneapolis, Minn. 

Rush, Leo D., Pvt. 1st CI., 312 S. 4th St., Raton, N. M. 

Ryan, Thomas H., Pvt., 605 Hollv St., St. Paul, Minn. 

Scanlon, Matthew P., Sgt., 422 S. 6th St., Raton, N. M. 

Sedzik, Michael, Pvt., 2325 N. Tefferson Ave., Detroit, Mich. 

Sharp, Roy C, Pvt., R. F. D. No. 1, Altoona, Pa. 

Shaw, Harrv E.. Sgt., 291 Vermont St., Blue Island, 111. 

Shortley, John W., Sgt. 1st CI., Raton, N. M. 

Stickenberger, Luther P., Pvt., Clymer, Pa. 

Simpson, Thomas F., Pvt., 214 W. 42nd PI., Los Angeles, Cal. 

Slaughter, Norman R., Sgt., Model, Colo. 

Smith, Earl T., Mech., 616 S. 3rd St., Raton, N. M. 

Smith, Tames H., Sgt., 10 Front St., Wormleysburg, Pa. 

Smith, Albert F., Pvt., 613 Main St., Temple, Texas. 

Smith, Allan W., Pvt., 201 East St., Saginaw, Mich. 

Smith, Robert A.. Pvt., Pleasant Gap, Center Countv, Pa. 

Spittle, William A., Pvt., 834 W. 6th St., Wilmington, Del. 

Springer, Victor T., Pvt. 1st CI., 709 N. St. Vrain St., El Paso, Texas. 

Stabenau, Joseph, Pvt., R. F. D. 3, Gowanda, N. Y. 

Stegall, James G., Pvt. 1st CI., Hereford, Texas. 

Stewart, James, Pvt., 4039 Huntsvillle Ave., Bessemer, Ala. 

Still, Wilson W., Pvt., 10 Birnie Ave., Springfield, Mass. 

Stokes. Arthur T., Pvt. 1st CI., Gallup, N. M. 

Storgard, Oscar C, Pvt., 2532 S. Turner Ave., Chicago, III. 

Swanger, Robert E., Pvt. 1st CI., S15 16th St., Altoona, Pa. 

Thaxton, Leslie L., Pvt. 1st CI., 430 Depot St., Ashevillle, N. C. 

Thompson, Arno H., Pvt., 211 S. McKean St., Kittaning, Pa. 

Tillery, Keith W., Pvt., North Kansas Citv, Mo. 

Toward, Thomas J., Pvt. 1st CI., 29 29th St., Milwaukee, Wis. 

L T hden, George M., Wagoner, Chillicothe, 111. 

Vassar, Neul W.. Pvt., Florence, Wis. 

Veal, John S., Pvt., 16S Pennsylvania Ave., Newark, N. J. 

Waters, Simeon L., Pvt., 623 W. 5th St., Wilmington, D'el. 

Wilkins, Ralph L, Pvt. 1st CI., Cathlamet, Wash. 

Watson, Charles W., Pvt. 1st CI., Gen. Del., Petrolia, Kans. 

Weihe, Edward H., Pvt., 144 Hill St., Wilmette, 111. 

Welch, Epriam W., Pvt. 1st CI., P. O. Box 7S. Durant, Miss. 

Wheeler, Earl M., Wagoner, 344 N. 2nd St.. Raton. X. M. 

Whitford, John S., Pvt., Albuquerque, N. M. 

Whitlock, LeRov, Pvt., Washburne, N. Dak. 

Whitney, Arleigh P., Pvt., 125 W. 5th St., Jacksonville, Fla. 

Wickwire, Albertus, Pvt., Box 41, Onawav, Mich. 

Williams, Roy R., Pvt., 190S W. 3rd St., Harrisburg, Pa. 

Williams, Walter E., Sgt., 309 S. 2nd St., St. Louis, Mo. 

Winkler, Abraham G., Pvt., Glenrock Sta., Ashevillle, N. C. 

Winn, Robert, Pvt. 1st CI., Alabama Citv, Ala. 

Wolfram. Michael \\ '., Pvt., 510 E. 26lh St., Erie, Pa. 

Woodbeck, Henry O.. Pvt. 1st CI., c/o B. P. O. E. S23, Vancouver, Wash. 

Wright, George A., 1st Sgt., Gen. Del., Glasgow, Mont. 

Ziegler, Robert R., Pvt. 1st CI., 705 Woodbine St., Brooklyn, N. Y. 

Zumbro, John W.. Pvt. 1st CI., East Las Vegas, N. M. 



Company F 

Anderson, C. J., Sgt., Gen. Del., Glenns Ferry, Idaho. 

Anderson, G. W.. Corp., Gen. Del., Glenns Ferrv, Idaho. 

Asman, F. J., Pvt., 425 Eddy St., Saginaw. Mich. 

Baczilunas, J., Pvt., Gen. Del., New Butler, Wis. 

Batts, S. S., Pvt., Gen. Del., McDonoughvillle, La. 

Becker, P. J., Pvt., 52 Stewart Ave., Garrick, Pa. 

Bekling, E. O, Pvt., Gen. Del., Winslow, Ariz. 

Benedick, T. A.. Pvt. 1st CI., Gen. Del., Plains, Mont. 

Bennett, B. H.. Pvt. 1st CI., Gen. Del., Camp Hill, Pa. 

Bessey, C. M. P.. Pvt., R. F. D., Monroevillle, N. J. 

Bishop, W. H., Pvt., 593 Wevbossett St., Providence, R. I. 

Boiler, T.. Pvt., Gen. Del., Lakefield, Mich. 

Bowman. D. G., Pvt. 1st CI., Gen. Del.. Fairchild, Wis. 

Boyer, H. W., Pvt.. 202 Piquette St., Pottsville, Pa. 

Brew, T. L. Pvt.. 445S Washington Blvd., Chicago, HI. 

Brinton, C. D., Pvt., R. F. D. No. 2, Gap Mines, Pa. 

Brooks, J. H., Sgt. 1st CI., Gen. Del., Girard, Pa. 

Br, wn, t. L., Pvt., 1014 Yankee St., Wellsburg, W. Va. 

Buckler, E. F., Pvt. 1st CI., Carter Bldg. Amer. Pet. Co., Houston, Texas. 

Brown, H. S., Pvt.. SIS W. 2nd St., Salt Lake City. Utah. 

Burgar, L. M., Pvt. 1st CI.. 2701 Cedar Ave., Minneapolis, Minn. 

Bustin, H. M., Pvt. 1st CI., Gen. Del., Moorehead, Miss. 

Byers, o. I... Pvt. Isi CI., 514 S. Elm St., Wellington, Kans. 

Byrd, James, Pvt.. 359 George St., Paducah. Ky. 

Barksdale, L. F., Pvt., Gen. Del., Crowley, La. 

Calderwood, C. C, Pvt., 1249 Blair Ave., Tvrone, Pa. 

Callan, G. A., Pvt., 209 Southard St., Trenton, N. T. 

Cantwell, T. G.. Pvt.. 126 Oakland St., Detroit, Mich. 

Curtis. C. H., Pvt., 611 Walnut St., Ft. Wayne, Ind. 

Cassidy, A. F., Corp.. 415 Cleveland Ave., Harrison, N. J. 

Chance. W., Pvt. 1st CI., 1238 Elliott St., Alexandria, La. 

Clark, T. R., Corp., 1007 N. Main St., Sheridan. Wyo. 

Conway, G. A., Pvt.. 57 Baldwin Ave., Jersey City, N. J. 

Corum, Bertie, Pvt. 1st CI., Gen. Del., Manchester, Ky. 



C22i) 



Cote, F. J., Pvt. 1st CI., 2U Main St., Willimantic, Conn. 

Craig, G. H., Cook, Gen. Del., Rawlins, Wyo. 

Craig, Jr., R., Corp., 1618 E. Lewis St., Ft. Wayne, Ind. 

Crosby, J. E., Cook, 55 E Ave., Bartow, Fla. 

Crowe, W. H., Pvt. 1st CI., Gen. Del., Langan, Mo. 

Culbert, R. J., Pvt., 37 Delaware St., Elizabeth, N. J. 

Culver, R. R., Pvt., 1011 Phillips St., Ft. Wayne, Ind. 

Curran, J. M., Pvt., 146 Silver St., S. Boston, Mass. 

Curry, W. R„ Pvt. 1st CI., Gen. Del., Kent, Texas. 

Davis, L. C, Pvt., Gen. Del., Scotts Mills, Ore. 

Davis, C. L., Pvt. 1st CI., R. F. D. 3, Bridgeport, Conn. 

Davis, Harry, Pvt. 1st CI., 817 W. Gold Ave., Albuquerque, N. M. 

Dean, W. H., Pvt., c /o Pennsylvania Freight Office, Lancaster, Pa. 

Dickerson, O., Pvt., Ill Massachusetts Ave., Ft. Wayne, Ind. 

Dickey, A. R., Pvt., c /o Elks Club, Ft. Wayne, Ind. 

Discoe, A. R., Pvt., Gen. Del., Tacotna, Wash. 

Dixon, W, Pvt. 1st CI., 814 26th Ave., N. E., Minneapolis, Minn. 

Donohue, M. J.. Sgt., 1108 So. Main St., Elkhart, Ind. 

Erdlv, D. H., Pvt., 1401 Boot St., Flint, Mich. 

Earls. Rov, Pvt. 1st CI., Gen. Del., East Alton, 111. 

Ehbensgard. T. G., Pvt., 3540 S. 27th St., Omaha, Neb. 

Edwards, T.. Pvt. 1st CI., 35 Oxford Ave., Highland Park, Mich . 

Emperor, E., Pvt., 44 National Ave., Grand Rapids, Mich. 

Ender, W., Pvt., Gen. Del., Wabash, Minn. 

Engel. I. L., Pvt. 1st CI., 901 E. Main St., Cheney, Wash. 

Eppler, F. D., Sgt., Metropolitan Term., Burlington, N. J. 

Faust, G. V., Pvt., 1315 Norfolk St., Los Angeles, Cal. 

Ferguson, T., Pvt. 1st CI., 3838 Fairmount Ave., Philadelphia, Pa. 

Fitzgerald, A. E., Corp., Gen. Del., McDonoughvillle, La. 

Fowler, M., Pvt. 1st CI., 124 Kerr Ave., Painesville, Ohio. 

Gullickson, O. M., Pvt. 1st CI., Gen. Del., Woodville, Wis. 

Garland, J. A., Cook, R. F. D. 15, Culver, Ind. 

Garber, J. A., Pvt., Gen. Del., Pearl, Mo. 

Gasser, E. W-, Corp., Gen. Del., Pocatello, Idaho. 

Gehrke, A. E., Pvt., Gen. Del., Huron, S. Dak. 

Gerwick, G. W., Pvt , 508 W. Crawford St., Dennison, Texas. 

Gilmer, P. M., Pvt. 1st CI., Lincoln Park, Knoxville, Tenn. 

Graham, J., Pvt., 824 Hemlock St., Gallitzin, Pa. 

Green, A. V., Pvt., 401 22nd Ave.. Altnona. Pa. 

Hart. W. P., Pvt. 1st CI., Box 44. R. F. I) No. J. Malad, Idaho. 

Hamlin. V. W., Pvt.. Gen. Del., Corning, Kans. 

Hull. E. H., Pvt.. c/o Pennsylvania R. R.. Ft. Wavne, Ind. 

Hastings, F. S., Sgt., Gen. Del., Bismark, N. Dak. 

Hassett, J., Pvt., 48 Cleveland Ave., Dubuque, Iowa. 

Hassfeld, W., Pvt., 12 Brunx Lane, Milwaukee, Wis. 

Haynes, L. H., Pvt. 1st CI., Box 319J, Route "A," Jacksonville, Fla. 

Heffner, F. D.. Pvt., Lvco Countv, Bodines, Pa. 

Heidrich. C. H.. Pvt.. Gen. Del., Areola, Ind. 

Henrv, R. F.. Pvt., 115 Central Ave., Willard, Ohio. 

Hickey, A., Pvt. 1st CI., 144 Baltic St., Brooklyn, N. Y. 

Hinman, E. P., Pvt.. 821 Var.derer Ave., Wilmington. Del. 

Hoff T. T„ Pvt. 1st CI., 2257 Columbia Ave, Tvron, Pa. 

Hainer, O. N, Pvt.. 1025 "D" St., Centralia. Wash. 

Haldstead, C. R., Wagoner, 311 Sterein St., San Antonio, Texas. 

Hall, H. E.. Pvt., Gen. Del., Nampa, Idaho. 

Hamilton. H., Pvt., 1334 Canton Ave., Dallas, Texas. 

Harbin, R. C, Pvt., Gen. Del., Varilla. Ky. 

Harper, Harvey R., Sgt., c/o E. E. Hardy, Garrett, Ind. 

Ibsen, C , Pvt. 1st CI., Gen. Del., Fonda, Iowa. 

James, T. C, Pvt. 1st CI., R. F. D. No. 1, Lenoir City, Tenn. 

Jobes, H. L., Pvt., Gen. Del., Elco, Pa. 

Tobes. S. I., Pvt. 1st CI., Gen. Del., Lancaster, Pa. 

Johnson, C. L., Corp., 396 Parkview Ave., Detroit, Mich. 

Johnston, H. L., Pvt. 1st CI., Gen. Del., Woodstock, Ga. 

Journey, L. T-, Sgt., Gen. Del., Hansen, Idaho. 

Kaar, S. R., Pvt., 528 E. Elm PI., Princeton, III. 

Karikas, G., Pvt., Gen. Del.. Morrisville, Pa. 

Kinney, H. E., Corp., 246 N Ave., Pocatello, Idaho. 

Knoble, F. H., Pvt. 1st CI., 816 27th Ave.. N. E., Minneapolis, Minn. 

Koefod, W„ Pvt., Gen. Del., Great Fallls. Mont. 

Kresge, F. M., Pvt., 70 Arlington Ave., Staten Island, N. Y. 

Kruies, T., Pvt., 169 Findlev Ave., Detroit. Mich. 

Landauer, A. C, Pvt.. Gen. Del., Red Key. Ind. 

Lindberg, M.. Pvt., Gen. Del., Gulliver, Mich. 

Loomis, A. E., Pvt., 906 Erie St., Hammond, Ind. 

Loonev, J. J„ Pvt., 30814 8th St., Jersev City, N. J. 

Long, A. L., Pvt., 12 Cherrv St., S. E., Grand Rapids, Mich. 

Lund, O. B., Pvt. 1st CI.. Gen. Del.. Wessington, S. Dak. 

McCarthy, R. M., Cook, 1322 Calhoun St., Ft. Wavne, Ind. 

McDonald, J. H, Pvt., Gen. Del., Price, Utah. 

McCartan, E., Pvt. 1st CI., 3312 Black Ave., Indiana Harbor, Ind. 

McCardell, I., Pvt , 137 N. 4th St.. W., Salt Lake City, Utah. 

McCusker, F. J.. Pvt., Gen. Del., Rennerdale, Pa. 

McDermott. H. F., Pvt., 230 Cole St.. Jersey City, N. J. 

McDonnell, R. F., Pvt.. 827 Martin St., Elizabeth, N. T. 

McDougall, A. S., Pvt. 1st CI., 20 Hudson St., Camden, N. T. 

McC.cvern, E. A., Pvt., 805 S. Ottawa St., Toliet, III. 

McGovern, T. F., Pvt. 1st CI., 309 E. Avriendo Ave.. Pueblo, Colo. 

McKee, S. G., Pvt., 327 Broad St., Binghampton, Memphis. Tenn. 

McKenzie, M. J., Pvt., 1108 Berkeley Ave., Youngstown, Ohio. 

McLaughlin, I. O., Corp., 217 W. Park Ave., Columbus. Ohio. 

McLennan, C. A., Pvt., 16 McA. Shan Apts., Houston, Texas. 

Malinosky, A., Corp., Gen. Del., Clam Fallls, Wis. 

Manning, F... Pvt.. 309 S. Walter St., Albuquerque, N. Mex. 

Martinez. E. P., Pvt. 1st CI.. 611 Opelousas St., Algiers. La. 

Mason, N. F., Pvt., Gen. Del., Parkslev, Va. 

Mattes, T. F., Mech., 203 Herbert St.. Syracuse, N. Y. 

Meyers.E. M.. Pvt. 1st CI., 525 E. Lewis St., Fort Wayne, Ind. 

Mavnard, E.. Wagoner, 314 N. First St.. Missoula, Mont. 

Medart, F., Pvt., Gen. Del., Alberta. Mich. 

Medlin. C. R., Pvt.. 101 W. Lenore St., Rawley, N. C. 

Merz. H. C. H., Pvt., 150 Hawthorne Ave., Newark. X. J. 

Middleton, L. W., Pvt. 1st CI.. Gen. Del., Tuscon, Mont. 

Millard, G., Pvt., Gen. Del., El Paso. Texas. 

Moone, J., Cook, 217 Truman Ave., Hammond, Ind. 

Moore, J. T.. Pvt., 620 Concord Ave., Wilmington, Del. 

Mohler, L.'B., Pvt. 1st CI., 1400 S. "I" St., Arkansas City, Kans. 

Mowrey. J. J., Pvt., 1233 Lilv St., Ft. Wayne, Ind. 

Mullen, J. B., Sup. Sgt., 241 Hayes St., Pocatello, Idaho. 

Martin, H. P., Mech., 533 E. Cambridge St., Alliance, Ohio. 

Neilson, K. A., Pvt. 1st CI.. 232 Nebraska St.. Huron, S. Dak. 

Neville, E. M., Pvt., 107 Crawford St., Palestine, Texas. 

Newhart, P., Pvt. 1st CI., Gen. Del., Copely, Pa. 

Norton, J. R., Pvt. 1st CI., 80 Orr St., Asheville. N. C. 

O'Connell, R. D., Pvt. 1st CI., 69 Boulder St., Battle Creek, Mich. 

O'Connor, H. M., Pvt. 1st CI, Gen. Del., Huron, S. Dak. 

O'Donnell, T., Pvt. 1st CI., 404 Gaston Ave.. Memphis. Tenn. 

O'Hara, T. D., 1st Sgt., 2024 Mechanic St., Galveston, Texas. 



Oldfield. J. W„ Corp., Gen. Del., Huron. S. Dak. 

Olds, F., Pvt., R. F. D. 6, Jackson, Mich. 

Oliver, G., Pvt., Gen. Del., Sentinel, Okla. 

Olson, R. O, Pvt. 1st CI., 406 6th St., N. E., Minneapolis, Minn. 

Perkins, V. D., Pvt., Box 285, Erlanger, Ky. 

Patterson, H., Pvt., 309 E. Leith St., Ft. Wayne, Ind. 

Patten, R. F., Pvt. 1st CI., 613 S. "A" St., Arkansas City, Kans. 

Peach, M. C, Sgt. 1st CI., c/o Texas & Pacific, New Orleans, La. 

Perrni, I. L.. Corp., R. F. D. 2, Box 165, St. Joseph, Mo. 

Pfender, A., Pvt., 1930 Irving Park Blvd., Chicago, III. 

Phillis, L. H, Pvt., Gen. Del.. California, Pa. 

Plemons, A. H. Pvt., Gen. Del., Blantrve, N C 

Phirson, C. J.. Pvt., 1709 South St., Duluth, Minn. 

Porter, G. A., Pvt., 342 Winthrop St., Brooklyn, N. Y. 

Powell, E. F., Pvt., 1209 Moffet Ave., Joplin, Mo. 

Reichhoff, C, Corp., Gen. Del., Oakwood, Wis 

Rilev, J. H., Sgt., 525 Javriep Court, Elkhart, Ind. 

Randall. R. R , Corp., 651 Beach St., Huron, S Dak. 

Reed, D. B.. Pvt. 1st CI., Gen. Del.. Forsyth, Mont. 

Rov, Cletus. Pvt., Gen. Del., Hessmar, La. 

Reidl. G. A., Pvt.. 241 \V. Harrison St., Oak Park, III. 

Relling, P. B.. Pvt., Box 79, Dillworth, Minn. 

Rene, F.. Pvt. 1st CI . 32 Camp St., Worcester, Mass. 

Rodger, A. ('.., Sgt.. 1646 Richardson Ave., Ft. Wayne, Ind. 

Rost, J., Pvt.. 5933 X. 13th St., Philadelphia, Pa. 

Rosencrans, R. E.. Pvt., Gen. Del., Bainvillle. Mont. 

Rossitter, C. It . Pvt., 234 Arabella St.. Pittsburg, Pa. 

Sanderson, D. I).. Pvt.. 3527 Columbus Ave.. Cincinnati, Ohio. 

Saxon, G., Pvt. 1st CI., Gen. Del., Billings, Mont 

Schneck, F. H, Pvt., 723 X. Lumber St., Allentown, Pa. 

Schultz, J. C, Pvt. 1st CI., 1502 Bonne St., Ft. Wavne, Ind. 

Seelev, W. H., Sgt., }2 "O" St., Lincoln, Neb. 

Seibert, G. I).. Bugler 1st CI., 109 W. Williams St.. Ft. Wayne, Ind. 

Sharrock, A. A., Pvt., 362 York St., Jersey City, N. J. 

Simpson, T. D., Cory)., Gen. Del., Alberqucrque, N. M. 

Short, G. A., Pvt., 2102 Douglas St., Omaha, Neb. 

Sheehan, H. J., Corp., 1920 Sneed St., Toledo, Ohio. 

Shephard, A. B.. Pvt. 1st CI., 933 State St.. Osage, Iowa. 

Sheridan, P. I., Pvt., 59 E. Fourth St., Bayonne, X. J. 

Sherlock, W. P.. Pvt. 1st CI., 626 Greelev St., Ft. Wayne, Ind. 

Sherrill, H. L., Pvt., 58 Barlette St., Asheville, N. C. 

Sheldon, I. H, Pvt., Gen. Del., Seaford, Del. 

Shoemaker, F. R., Pvt. 1st CI., 1411 W. College Ave.. Jacksonville, III 

Singleton, C. M., Pvt., Gen. Del., West Weigo, La. 

Slike, B. A., Pvt. 1st CI., R. F. D. 2, Fayetteville, Ta. 

Smith, E. N., Pvt., Gen. Del., Vida, Mont. 

Smith, F. L.. Pvt.. 104 W. Adams St.. Creston, Iowa. 

Smith, G. W., Pvt., Gen. Del., Florette, Pa. 

Smith, J. D., Pvt., Gen. Del., Menlo Park. X. J. 

Snelson, F. R., Pvt., Gen. Del., Brvson City, X. C. 

Solbcrg, C. M., Sgt. 1st CI., 620 3rd Ave.. Sandpoint, Idaho. 

Speaker, G. E., Pvt., Ill Lexington Ave., Warren, Pa. 

Splitek, F. F., Sgt., Gen. Del., Huron, S. Dak. 

Stahl, O. E., Wag., 2224 Lafayette St., Ft. Wayne. Ind. 

Staats, P. D. Pvt. 1st CI.. Gen. Del., Gallop, N. Mex. 

Stackwick, E. P., Pvt., Ashland Park, Huron, S. Dak. 

Stapp O. S.. Pvt., 37 Harrison Ave., Pocatello, Idaho. 

Steinbeck, C, Pvt. 1st CI., c/o William Metz, Walla W.dla. Wash. 

Stevi ns, H. W., Pvt., 351 Irving Ave., Bridgeton, N. J. 

Stewart, I. B., Corp., 1332 Park Ave., Alexandria, La. 

Tate, 0.,"Corp., Gen. Del., Xenia, Ohio. 

Tevis. L. D., Mess Sgt.. Gen. Del.. Yuma. Ariz. 

Towers, C. F... Pvt. 1st CI.. 711 N. Grand Ave., Pittsburg, Kans. 

Truax, T. W., Pvt., Gen. Del., Elrama, Pa. 

Tufts, M. R., Pvt., Gen. Del., Long Prairie, Minn. 

Tinner, A. O, Pvt., 1015 N. Michigan Ave.. Atlantic City, N. J. 

Vanscoyoc, B , Pvt., Gen. Del., Bellwnod, Pa. 

Van Paul, D., Pvt., 112 10th St., Detroit, Mich. 

Van Pelt, E., Bugler, 511 E. 9th St., Wilmington. Del. 

Wachtell, T. I.. Pvt. 1st CI., Gen. Del.. Hammond, Ind. 

Wallace, J. T.. Pvt. 1st CI., Gen. Del, E. Barnard, Texas. 

Walls. C. E., Pvt. 1st CI.. 221 X. Burg St., Shawnee, Okla. 

Warren. J. A.. Pvt. 1st CI., 2103 Kentucky Ave., Ft. Wayne, Ind 

Ware, Tames. Pvt., 551 Grand St., Brooklyn, X. Y. 

Warner, A P., Pvt., Gen. Del., Centervillage, X. Y. 

Webb I. . Pvt , R. F. D. No. 1. Hubbard, Ohio. 

Webster, F. G. Corp.. 1514 W. Garfield Blvd., Chicago, 111. 

Westman, A. P.. Pvt., Box 87. Republic, Mich. 

Wheston, E. B., Sgt. 1st CI., 718 Selby Ave., St. Paul, Minn. 

Wheeler, M. K. Pvt., R. F. D. 4, Allentown, Pa. 

White, H.. Pvt., Gen. Del., Boyd. Mont. 

Whitted, D. E.. Wag.. 317 High St., Huntington, Ind. 

Whitted, W.. Wag.. Main and High Sts., Huntington. Ind. 

Wilson H Pvt.. 1509 S. W. Blvd.. Rosedale, Kans. 

Wiseman. E. A., Pvt., 1402 Temple St., Hinton, W. Ya. 

Withnell, W. R., Pvt., 1344 1st Ave., So.. Fargo. N. Dak. 

Will, W. H., Pvt., 1012 Taylor St.. Lynchburg, Va. 

\V 1, A. C. Pvt.. 6240 Langley Ave., Chicago, 111. 

Wulf, F C. Pvt., 4 1 Beardlev St., Battle Creek, Mich. 
Young. C. T-. Sgt., Gen. Del., Marquette, Mich. 
Young, W , Pvt.. Gen. Del., McKees Rocks, Pa. 

Headquarters Detachment, 3rd Battalion 

Alien, lames A., Pvt. 1st CI., 303 E. Sth St., Newton. Kans. 

\nderhalt. Wilbur C. Pvt. 1st CI., 107 William St., Jamestown, N. Y. 

Ashman, Oscar H. M. E. Sr. Gr., 208 Dexter Ave.. Elgin. III. 

Bargar, Allen H, M. E. Jr. Gr., 1026 So Sandusky Si., Bucyrus, Ohio. 

Bower, Llovd L., M. E. Tr. Gr., F'ostoria. Ohio. 

Enscore, William, M. E. Sr. Gr.. 303 Union Blvd.. St. Louis, Mo. 

Fetzner, Edward J., M. E. Jr. Gr., Brownsville. Minn. 

Formhals, Harry B.. Pvt.. 67 Summit Ave.. North Adams, Mass. 

Gear, Raymond W., Bn. Sgt. Mai.. Florence. Kans 

Hildicth, Harry A., Pvt.. 1076 College Ave., Elmira. X Y. 

Johnson. Victor C, Wagoner, 447 N. Main St.. Sycamore, 111. 

Math. Nicholas O, Corp., 135 William St., Buffalo. X. Y. 

Miles, Charles H, Sgt., c/o Associated Press, 51 Chambers St.. New York, X. Y. 

Mm is, Robert H., Bn. Set. Maj.. 704 W. Howard, Muncie, Ind. 

Murphy, Joseph K., M. E. Jr. Gr.. 71 Barker St., Jamestown, X. Y. 

O'Learv, Cornelius. Sgt., 1053 Considine Ave., Cincinnati, Ohio. 

Paxon.Orville E., Sgt.. Hillsdale, Okla. 

Ouinlan, John P.. Bn. Sup. Sgt., 52 Hollenbeck Ave., Geneva, N. Y. 

Ralston, Alpha J., Wagoner, Ochiltree, Texas. 

Rogers. Ralph J.. Wagoner, Sioux Falls, S. Dak. 

Ross, Glenn P., Pvt.. 'Corona, Cal. 

Rutland, James W.. Corp.. 2216 Hardy St., Houston. Texas. 

Schmidhausler, G. L, Cnok. 62!4 Maple Ave., Danbury, Conn. 

Withrow, Verne, Pvt., 502 W. Elm St., Stillwater, Minn. 



(•225) 



Medical Detachment, 3rd Bnttulion 

Ball, Lee. Pvt., 224 E. Hannum St., Carterville, Mo. 

Bruner, Otto V., Pvt. 1st CI., Geddes, S. Dak. 

Christopher, Won., Pvt. 1st CI., Overland Park, St. Louis Co.. Mo 

Ellis, Scott B., Pvt. 1st CI., Galena, Kan. 

Elmore, Albert G., Pvt., Lowell, N. C. 

Fusting, Edward J., Pvt., 1551 Dummesnil St., Louisville. Ky. 

Jordan, Francis D., Corp., 2709 Eads Ave., St. Louis, Mo. 

Keller, Leroy C, Pvt. 1st CI., S16 Svcamore St., Hamilton, Ohio. 

Kremer, Clinton F., Pvt. 1st CI., Bryant, S. Dak. 

Pringle, Fred M., Sgt., 1184 11th St., Des Moines, la. 

Scrutchfield, Foster B., Pvt. 1st CI., 713 Buck-holder St., Moberly, Mo. 

Smyth, Edmond T., Pvt. 1st CI., 806 S. Fourth St., Laramie, Wyo. 

Steele, Cyril D., Pvt. 1st CI., Raub, N. Dak. 

Steininger, Roy H., Pvt., 925 Rvland St., Chester, Pa. 

Therkildsen, Emil T., Pvt. 1st CI., 603 Fremont St., Laramie, Wyo. 

Zorning, Earl M., Corp., L. B. 113, Rhame, N. Dak. 

Company G 

Ackermans, John, Pvt., 536 Penn St., Camden, N. J. 

Aitken, Wilfred V., Corp., 32 Ridgeway Ave., Rochester, X. V. 

Alvey, Harry, Pvt. 1st CI., Fulton, Ky. 

Axelson, Swan, Pvt., c /o F. Christoferson, Deer Lodge, Mont. 

Backstrom, Andrew, Pvt., Riverton, Minn. 

Bade, Erich A., Wagr., 814 Capitol St., Yankton, S. D. 

Bahle, Ernest H., Pvt. 1st CI., 604 Spring St., W. Hoboken, N. T. 

Bailey, Charles E., Tr., Pvt. 1st CI., Coxsackie, N. Y. 

Ball, Walter, Wagr., R. F. D. No. 1, Hubbard, Ohio. 

Barrett, Earl, Pvt. 1st CI., Marion, Kan. 

Baunian, Herbert J., Pvt., 165 Butler St., Paterson, N. T. 

Bergner, Henry A., Pvt., Ridgewav, Col. 

Bevill, Claude L., Pvt., 2618 Commercial Ave., Cairo, 111. 

Blaske, Adolph F., Pvt., 140 N. 11th St., Olean, N. Y. 

Blazis, Ramald L., Pvt., 1st CI., 189 Railroad Ave., Bridgeport, Conn. 

Robinski, Leonard, Pvt., 148 Hubart St., New Britain, Conn 

Bomben, Louis, Pvt., 4819 Canv St., E. Chicago, Ind. 

Boone, Daniel P., Pvt. 1st CI., 1309 N. Main St., Hutchinson, Kans. 

Both, Jacob C, Pvt., 57 Genessee Ave., Paterson, N. T. 

Brogdon, Earl D., Sergt., 612 W. 4th St., Sioux Falls. "S. D. 

Brooks, George W., Sup. Sgt., 315 S. National Ave., Fort Scott, Kans. 

Bruner, Webster W., Pvt., 222 Second St., S., Oelwein, Iowa. 

Budge, James A., 1st Sgt., St. John, Kans. 

Burns, William A., Corp., 10 Austin St., Buffalo, N. Y. 

Byrnes, Arthur R., Pvt., 18 Barbey St., Brooklyn, N. Y. 

Byrnes, Charles F., Pvt., 812 W. 9th St., Bayonne, N. J. 

Callahan, John J., Pvt., 95 Smith St., Buffalo, N. Y. 

Carlson, Albert S., Corp., Bristol, S. D. 

Carlson, John A., Pvt., 282 21st Ave., S., Minneapolis, Minn. 

Carney, James M., Mech., 217 Grant St., Turtle Creek, Pa. 

Carroll, Christopher J., Pvt.. 305 Montgomerv St., Tersev City N T 

Carter, Jesse C, Pvt., 7th St. and Woodland Ave., Befoit Km. 

Codd, Burt G., Pvt., 211 Smith St., Buffalo, N Y 

Coffey, Martin M., Pvt., Walnut St., N. Billerica, Mass 

Cohen. Nathan, Pvt., 918 W. 6th St., Sioux City, Liu 

Coleman, Horace E., Pvt., 215 Riverside Ave., Vallev City, N D 

Connors, James J., Pvt., 1235 Fifth Ave., Watervlict, N. Y 

Conway, Michael J., Corp., 295 W. Broadwav, So. Boston. Mass 

Coughlm, Raymond W., Pvt., 124 Congress St., Springfield Mass 

Creegan, Frank P., Pvt.. 159 DeWitt St., New Haven. Conn 

Cosens, Vern F., Sgt.. R. F. D. No. 2 l Prescott, Kan. 

Crocker, Herman T.. Pvt., R. F. D. No. 5, Osgood. Ind 

Daniels, Joseph L., Pvt., 1201 N. 15th St., Springfield 111 

Daugherty, Delbert D., Pvt. 1st CI., 437 Hawthorne St., Houston Texas 

Davis, Ernest H., Corp., Springdale. Conn. 

Davison, Raymon J., Pvt., 903 W. Peoria St., Paola Kans 

Dell. Alexander, Pvt., Box 521, Basin, Wyo. 

Dembinski, John F., Pvt. 1st CI., 34 Woltz Ave., Buffalo N Y 

Desing, Edward H., Pvt. 1st CI., 43 Schuyler St., Buffalo N Y 

Dickes. Oran R„ Corp., 1011 Tuscarawas St., E., Canton Ohio 

D.eal. Charles W., Pvt., 163 Weddle Wav, Rochester X Y 

Diehl, Eli J., Pvt., 194 Crowlev Ave., Buffalo, N. Y. 

Dolan, Thomas F., Pvt., 23 Terhune Ave.. Jersev City N T 

Dorsey, Frank J., Corp., 119 E. 14th St., Pittsburg. Kans. 

Drake, David H., Pvt. 1st CI., Lagrangevil'e, N Y 

Drew, Vernon J., Sgt., 1st CI.. 2424 Clav St., Tope'ka, Kans. 

Dreyer, Edward O., Pvt. 1st CI., Emerv, S. D. 

Dryden, Alexander J.. Pvt. 1st CI., 8th St. and Queens Blvd., Woodside. L I 

Dunne, John J., Pvt. 5710 S. Loomis Blvd., Chicago. Ill 

Duffy, Joseph A.. Pvt. 1st CI., 12 Ferris St.. Tersev City N T 

Ehlert, Fred C. Pvt., 39 Rose St., Buffalo N"Y ' 

Ellingsworth. Frank G., Pvt., 609 23rd St., Moline, 111 

Elswick, Arthur C, Sgt., Perry, Kans. 

English, John J., Pvt., 88 Daggett St., New Haven. Conn. 

Ennis, Lester J„ Pvt., 523 E. Buck-eye St., Miamisburg, Ohio. 

r-annin, Harrison M., Pvt., Vancehurg, Ky 

Falk. Eskil A , p vt , s( c , _ c /o Mrs Amia Car i soni 208 Russell St., Warren, Pa. 

Foese, William C, Pvt., 64 W. Lawson St., St. Paul, Minn. 

Fogerty, Robert E., Pvt. 1st CI.. 2015 Marquis St., Cincinnati, Ohio. 

Fossom, Alvin T., Sgt.. Baltic, S. D 

Fox, Henry, Pvt. 1st CI., 1522 Dell Ave.. Toledo. Ohio. 

Free, Alvm C. Pvt.. 196 Willis Ave., Mineola, N. Y. 

C.alitsky, Enock, Cook, McAdoo, Pa. 

Gammon, Richard H.. Pvt., Dixon Springs Tenn 

Gancer, Charles E„ Wagr., c/o Mrs. Anna Sch'arf, 2717 Flournoy St.. Chi- 

Garrett, Mu'nroe P.. Pvt., 621 Taylor St., Petersburg, Va 
Gaughan, Peter F Pvt., 710 N. Vallev Ave., Olvphant. Pa 

Sf*'™ \- l Vt Ut £'• 225 S - Du,uth Ave - Siou * Falls. S. D 

Goddard, Wilham J., Sgt. 1st CI., Phillipsburg, Kans. 

Graham, Albert, Pvt., 38 Trov St., Boston, Mass 

Graham, Arthur, Pvt., Mt. Olive III 

Graham. Ben N., Pvt. 1st CI., Illmo. Mo 

Graue, Henry W, Pvt. 1st CI., 124 Trevor St.. Covington. Ky. 

Green, Harry W., Sgt.. 760 25th St., Moline. Ill 

Green, James, Cook, 751*4 Thurman St., Portland. Oregon. 

Green, Stanley W.. Pvt.. 799 Broadwav. Alhanv NY 

r"^j £, ha ii eS F- £ Vt „ lst Cl " 921 Harrison Ave., Huntington. Ind. 

Grytdahl, Hartley P. PvL 1st CI., 2732 W. 13th St., Duluth, Minn. 

(.unrlerson, Herman E., Pvt., Hurlev S D 

Hadler. Carl F., Pvt., 75 W. 8th St.." Bavonne, N J 

Hambhn Herbert J.. Wagr., 373 Chenango St., Binghamton, N Y 

lanky Wilham J.. Mech., 342 Main St., Bowling Green. Ky 
Hiatt, Homer H., Pvt.. Dalhart, Texas 
Human, John R., Pvt.. 6 W. 12th St.. Cincinnati, Ohio 
Houseman, Harry C, Pvt., Howard, S. D. 
Hi'kill. Evert L., Pvt., Frontier. Mich. 



Houston, Merl S., Pvt., 1904 Fifth Ave.. X., Minneapolis, Minn. 

Hummer, Ralph E., Corp., 902 E. 149th St., Cleveland, Ohio. 

Hurley, Patrick T., Pvt., 58 Briscoe Ave., Buffalo, N. Y. 

Jackson, Earmond A., Cook, 224 Edmond St., Birmingham. Ala. 

Jacobson, Frederick W., Pvt. 1st Cl., 194 Jefferson St., Trenton, N. J. 

Jacoby, Peter H., Pvt., Whitney St., S. Kaukauna, Wis. 

James, John, Pvt., 390 Baldwin Ave., Jersey City, N. J. 

Jansen, Ernest S., Pvt. 1st Cl., High Falls, N. Y. 

Jenkins, Logan, Pvt., East Center St., Dunkirk, Ind. 

Johnson, Hjalmar, Pvt., 23 Hospital St., Providence, R. I. 

Jordan, Frederick A., Pvt., 74 Perry Ave., Shelton, Conn. 

Josephson, Charles, Pvt. 1st Cl., 418 49th St., Brooklyn, X. Y. 

Kahnle, Frank F., Pvt. 1st CL, 67 Second Ave., Albany, X. Y 

Kearney, Patrick, Pvt. 1st Cl., 589 Pembroke St., Bridgeport, Conn. 

Kedrowski, Joseph M., Corp., 588 Caultier St., St. Paul, Minn. 

Kelly, James A., Pvt., 996 Douglas Ave., Eveleth, Minn. 

Kerrigan, Mark H., Corp., 131 Main St., Woburn, Mass. 

Kicak, Joseph E., Bugl. 1st Cl., 3015 Paulowna St., Pittsburgh, Pa. 

Kinzie, Howard F., Pvt., 719 Fisher Ave., North Bergen, X. I. 

Kleinschnitz, Jacob G., Pvt. 1st. Cl., 293 Wyckoff Ave., Brooklyn, X. Y 

Knoepfel, William C. L., Pvt., 74 Armstrong Ave., Jersey City, X. I. 

Konstantelos, Christ D., Pvt., 835 S. Laflin St., Chicago, 111. 

Kooker, Gedrge R., Pvt. 1st CL, 20 Rowland St., Palmvra, X. J. 

Kreger, Edward F., Pvt. 1st. CL, Clear Lake, S. D. 

Krcpf, Henry W., Pvt. 1st CL, 256 Grand Ave., Muskegon, Mich. 

Lampton, Clarence E., Pvt., Big Clifty, Ky. 

Leet, Francis W., Pvt., 94 Bridge St., Salem, Mass. 

Leonard, Francis L, Pvt. 1st CL, Buckmann Apts., Spokane, Wash. 

Levitt, Fred C, Pvt. 1st. CL, 419 Third St., Niagara Falls. N. Y. 

Longnecker, Frank, Pvt., 39 Irving St., Jersey City, N. J. 

Lincoln, Charles R., Pvt. 1st CL, Sherman St.. Brookfield, Mass. 

Lovejoy, Albert R., Cook, c/o Wellington Lovejoy, Wakonda, S. D. 

Ludwig, Ravmond J., Pvt., 6 First Ave., Albanv, X. \'. 

Lund, Oscar F., Pvt. 1st CL, 70 Sturgis St., Jamestown, X. Y 

Lvnch, Arthur I., Pvt., c/o Mrs. E. Amreim, Susquehanna, Pa, 

Lynch, Ravmond E., Pvt., 500 Smith St., Brooklyn, X. Y. 

McDevitt, James S., Pvt., 40 Dwight St., Jersev City, X. J. 

McDonald, Martin F., Pvt., 1021 N. Second St.. Atchison. Kans. 

Mclntyre, William H., Pvt., 1925 W. 77th St., Cleveland, Ohio. 

McNuity, John L., Pvt. 1st CL, St. Francisville, 111. 

Maglinger, Carl D., Pvt.. R. F. D. No. 4, Owensboro, Kv. 

Maher, James, Pvt. 1st CL, 1726 Park Ave., c/o Sutton, New York City, N. Y. 

Maher, Raymond T., Pvt. 1st. CL, 6 Richmond Ave., Worcester, Mass. 

Mahoney, Thomas F., Pvt. 1st CL, 235 15th St., Jersey City, N. J. 

Mangrum. Albert, Pvt. 1st CL, c/o Mrs. Susie Garrison, Porter, Ind. 

Mapes, Warren W., Pvt., 1234 Champa St., Denver, Colo. 

Maramonte, Joseph, Pvt., 238 Bishop Ave., Milwaukee, Wis. 

Martin, James A., Pvt. 1st. CL, 442 Seventh St., Niagara Falls, N. Y. 

Mason, Herbert J., Pvt., 1S27 Missouri Ave., Superior, Wis. 

Mathews, Charles T., Pvt. 1st. CL, 283 Shumwav St., Buffalo, N. Y. 

Maxwell, Fred S., Pvt., Wilmot, S. D. 

Mead, William L., Pvt., 5247 19th Ave., N. E., Seattle, Wash. 

Militz, Albert R., Corp., 3023 Woodburn Ave., Cincinnati. Ohio. 

Momberger, Ernest A., Pvt., 410 Monroe St., Buffalo, X. Y. 

Moese. Michael, Pvt., c/o J. Krvgier, 2nd St., Bavside, L. L. X Y. 

Moore, Robert L., Pvt. 1st CL, 519 E. 32nd St.. Paterson. X. J. 

Morin, Peter J., Pvt., 25 Twiss St., Meriden, Conn. 

Morlev, Martin T., Pvt., 210 Main St., Xorwich, Conn. 

Morris, Edward, "Pvt., 43 York St., Warren, Ohio. 

Mould. Harry W., Sgt., 18 Spring St., Springville. N. Y. 

Movnihan, Cornelius E., Sgt.. 661 E. Ferry St., Buffalo, X Y 

Munn, Walter H., Pvt. 1st CL, Selby, S. D. 

Murphy, Albert T., Corp., West Locust St., Wilmington, Ohio 

Murphy, Joseph M. M.. Corp., McArthur, Ohio. 

Mutchler, Roy, Wagr., Yankton, S. D. 

Nigre, Emile P., Pvt. 1st. CL, 27 Harrington Ave., Torrington, Conn. 

Neilson, Xeils P.. Pvt. 1st. CL, West Haven, Conn. 

Nelson, Paul, Corp., 1107 Payne Ave., St. Paul, Minn 

Neslund, Norman I., Pvt., Wakefield. Nebr. 

Neuber, William A.. Pvt., 250 49th St., Brooklyn. X Y. 

Newport, Tames E., Pvt. 1st. CL. Brookshire, Texas. 

Nichols, Luman C, Corp.. 5 Mill St., Tilton. N. H. 

Oatman, Tack, Pvt. 1st. CL, L T nion Hotel, L T nion Stockyards, San Antonio, Tex. 

Odishoo, "Eshoo, Pvt. 1st CL, Box 987, New Britain. Conn. 

Ostling, Melker E., Pvt., 1608 9th Ave., Greeley, Colo 

Overton, Frank A., Sgt. 1st CL, 517 Estrella St.. El Paso, Texas. 

Owens, Jeff G., Corp.. 1421 S. 56th St., Tacoma, Wash. 

Parmele, Walter H., Pvt., R. F. D. No. 2, Columbus, Kans. 

Parks, Benjamin C, Pvt., 6034 25th Ave., N. E., Seattle, Wash. 

Petrie, Bert A.. Pvt. 1st. CL, 820 E. 16th St., Cheyenne, Wyo. 

Pettie, Ernest R.. Corp.. Englishtown, N. Y. 

Piggott. Joseph B., Pvt., 755 Seneca St., Buffalo, N. Y. 

Popp, Charles J.. Tr.. Pvt., 27 New St., Tersey Citv, N. J. 

Ouale, William T., Pvt. 1st. CL, 616 Frank St., Huron. S. D. 

Retynski, Charles, Pvt., 1907 S. 10th St.. Council Bluffs, Iowa. 

Reynolds, Charles M., Sgt., Box 37. Ranger. Texas. 

Richardson, Christopher, Pvt.. 1st. CL. 42 Irving St.. Rahway, X. J. 

Roller, Peter P., Corp., 110 Railroad St., Mitchell, S. D. 

Rue, Selmer O.. Corp., c/o S. W. Jonason & Co., Aberdeen, S. D. 

Ryan, Patrick E., Pvt., c /o T. Coughlin. 579 River St.. Trov, X. Y. 

Saboski, Theodore, Pvt., Nagv, St., Middle Village, L. I.. N. V 

St. Ours, Edward, Pvt., 222 South Ave., Rochester, X Y 

Scarlott, John F., Cook, c/o Mrs. R. B. Stevenson, 901 May St., E. Liver 

pool, Ohio. 
Schamerloh. Albert F.. Pvt.. 1315 Spring St., Covington, Kv. 
Schrader, Harrv W., Pvt., W. Franklin Ave.. Bond Hill, Cincinnati, Ohio. 
Schuman. Frank, Pvt., 732 Walden Ave., Buffalo. X. Y. 
Schwab. Louis J., Pvt. 1st. CL. 112 Tavlor St.. Stamford Conn 
Sehwander, Willard C, Pvt.. 705 Jefferson St.. Buffalo, X. Y. 
Seaholm, Albert, Pvt. 1st. CL, Grass Range, Mont. 
Siskiewiez, Bruno S., Pvt., 941 W. 34th St., Chicago, 111. 
Sittig, Henry, Pvt., 294 Cornell St., Boston, Mass. 
Skog, Oskar L., Pvt.. Hermitage 6 Lane, Worcester, Mass. 
Snyder, Charles H., Pvt. 1st. CL, Logan, Kans. 
Spencer, Charles G., Pvt., 716 Clark St., Cincinnati, Ohio. 
Spike, Frederick, Pvt. 1st. CL, 19 Westminster St., W. Somerville, Mass. 
Spinski, Bronislaus, Pvt.. 1101 Ohio St., Michigan City, Ind. 
Starbuck, Sidney F., Pvt. 1st. CL, Staples, Minn. 
Steinmann, Alfred B., Pvt., Mason, Texas. 

Stephenson, Ray L., Mess Sgt., 222 N. Emporia Ave., Wichita, Kans. 
Steward, Leo E., Pvt., Owensville, Ohio. 
Stoddard, Rav F.. Pvt., 148 Holt St., Dayton, Ohio. 
Stubbs, William C, Pvt. 1st. CL, 1214 Russell St., Covington, Kv. 
Talbott, John J., Pvt., 47 St. Stephens St., Buffalo, N. Y. 
Teslow, Bjorne H., Pvt., c/o Mr. Jule Archem. Geddes, S. D. 
Tipps, Daniel P., Pvt., 1014 Walnut St.. Terre Haute, Ind. 
Vance, Edward, Pvt.. Cave City. Ky. 



(226) 



Venhuizen, John, Pvt., R. F. D. No. 1, Fulton, 111. 

Vitelli, Anthony, Pvt., 66 Bayard St., Trenton, N. J. 

Vogel, Victor B., Sgt. 1st. CI., 302 9th St., Silvis, 111. 

Walter, Charles A., Pvt., 126 Ogden Ave., Jersey City, N. J. 

Wanda, Boleslaw, Pvt., 38 Empire St., Buffalo, N. Y. 

Wark, David J., Pvt., 901 N. 30th St., Camden, N. J. 

Watkins, Allen R., Pvt. 1st. CI., Villa Grove, 111. 

WefFerling, Walter W., Sgt., 355 Hunterdon St., Newark, N. J. 

Weiler, Frank E., Pvt. 1st. CI., Box 25, Port Morris, N. J. 

Werther, Benjamin C, Pvt., 266 Third St., Jersey City, N. J. 

Westheim, Sam, Pvt., 831 Fairfax Ave., Sioux Falls, S. D. 

Westervelt, John J., Pvt., 31 Erie St., Jersey City, N. J. 

Wheeler, Elbert V., Pvt. 1st. CI., 1116 Seton Ave., Cincinnati. (Hun 

White, William, Pvt., 29 Columbia St., Newark, N. J. 

Wichman, Walter, Pvt., Box 245, Sauk Rapids. Minn. 

Wigfield, George A., Pvt., 1256 Ashland Ave.. St. Paul, Minn. 

Wolf, William T., Sgt., Grand Junction, Colo. 

Worden, Chester G., Pvt., c /o Mr. Walter Reed. Cove Orchard, Oregon. 

Wuertz, Frank P. 2, Pvt. 711 Eddy Road, Cleveland, Ohio. 

Yates, Sam A., Corp., 377 Ash St., Brockton, Mass. 

York, Rov C, Pvt., 826 Morrison St., Watertown, N. Y. 

Zick, Arthur G„ Pvt., 701 Eighth St., Watertown, Wis. 

Zissimopoulos, Demetrios, Pvt., Pocatello, Idaho. 

Company H 

Apenwich, Stanley J.. Sgt. 1st. CI., 325 Roe Ave., Elmira, N. Y. 

Austin, Harlow D., Sgt., Austin, Pa. 

Angell, Joseph J., Corp., 293 Sheridan Ave., Albany, N. Y. 

Aber, Oscar A., Pvt. 1st. CI., 406 Mathew St., Elmira, N. Y. 

Adkins, George T., Pvt., Robert Lee, Texas. 

Alderson. Wm. H., Jr., Pvt., 435 Watkins St., Augusta, Ga. 

Alexander, Ovil T., Pvt. 1st. CI., Niangua, Mr,, 

Allen, Tohn T., Pvt.. 37 Bingham St., Binghamton, N. Y. 

Allen, William A., Pvt. 1st. CI., R. F. D., Mulberry, Fla. 

Anton, Toseph, Pvt., White Lake, S. Dak. 

Arbogast. Chas. F., Pvt., R. F. D. No. 4, Palmer, 111. 

Archer, Alfred A.. Pvt., Charleston, 111. 

Bader, Matthew, Pvt., 280 So. Pearl St., Albany, N. Y. 

Beeman, George W.. Pvt., R. F. D. Xo. 3, Kansas City, Mo. 

Biegler, Lester L., Cook, Havward, Wis. 

Binkert. Albert E., Pvt., 85 Emcile St., Buffalo. N. Y. 

Bleu, Alexis J., Pvt., 1251 19th St., Watervliet. N. Y. 

Blossom, Benjamin F., Pvt. 1st. CI., Rockford, Ohio. 

Bossardt, Wm. F., Pvt. 1st. CI., 133 Peterborough St., Boston, Mass 

Brandle, Tohn, Pvt., 213 Glenwood Ave., Buffalo. N. Y. 

Brav, Ralph W., Corp.. P. O. Box 156, Tulsa. Okla. 

Brashear. Richard B.. Pvt.. 547 S. Main St., Muskogee, Okla. 

Brown. Frank. Pvt., 918 Mich. Ave., Buffalo, N. Y. 

Brunk, Pacific. Pvt., 3367 S. 17th St., Omaha, Neb. 

Brust, George F., Corp., Gen , l Del., Roxburv. K ins. 

Burke, James P.. Pvt.. 200 S. 11th St., Olean, X. Y. 

Coughlin. Dinnis T., Sgt.. 311 Montgomery St., Tersev City, X T 

Coniev. Ben M., Sgt., 2014 Hickory St., Texarkana, Ark. 

Carr, Ray E., Corp., 1918 Grand Central Ave.. Elmira, X. Y. 

Clement, Jesse B., Pvt. 1st. CI., Grey Bull, Wyo. 

Crabb, Arthur E., Corp., 7354 Perry Ave., Chicago, 111. 

Conger, Clyde O., Pvt., 324 Ouarrv St., Ashland, Ohio. 

Cantenello. Michael, Pvt., 833 Southard St.. Trenton, N. J. 

Carpani, Angelo, Pvt., Washoe, Mont. 

Catone, Dominick. Pvt., 1720 E. Main St., Waterbury, Conn. 

Chandler, Cecil M., Corp., 3304 Hnederson St., Greenville, Texas. 

Chamberlain, Wm. E., Pvt., 504 E. Water St., Elmira, X. Y, 

Chapman. Fletcher A., Pvt. 1st. CI., 419 Allene Ave., Atlanta, Ga. 

Cobb. Farrar H., Pvt., Munson, Fla. 

Cole, Charles F., Pvt., 220 William St.. Elmira, N. Y. 

Collins. William, Pvt., 23 Lowell St., Springfield, Mass. 

Cook, James C Pvt., College View, Neb. 

Costi, Luigi, Pvt. 1st. CI., Diamondville, Wyo. 

Coyne, Joseph J., Pvt., 735 Burnet Ave., Syracuse, N. Y. 

Crabb, Wayne F., Pvt. 1st. CI., Attica, Kans. 

Cullen, Edward T., Pvt., 82 Griswold St., Binghamton, N. Y. 

Curray, George, Pvt., Capac, Mich. 

Czarnecki, Walter, Sgt., 1740 Penna. St.. Gnrv, Ind. 

Davidson, Charles, Pvt. 1st. CI.. R. F. D. Xo. 1, Linwood. Kan 

Deemer, Hugh B., Pvt., 2323 Master St.. Philadelphia, Pa. 

Delaney. Velma L., Pvt., 1504 Westerly St., No., Greenville, T( 

Dennison, Jesse, Pvt. 1st. CI., Gen'l Delv., Pedro, Ohio. 

DiCerce, Antonio. Pvt., 434 Seneca St.. Buffalo, X. Y. 

Divisek, Toseph E.. Pvt. 1st CI., Miller. Kans. 

Donohue, Charlie J., Pvt. 1st CI., 2735 High St., Louisville. Kv. 

Donahue, Florenz J., Pvt. 1st CI.. 37 Mapie St., Batavia, X Y 

Donovan, James J., Pvt., 2075 Daily Ave., New York City, X Y 

Dorn. Charles F., Pvt., 228 9th Ave.. Eau Claire, Wis 

Dougherty, Walter E., Corp., 348 Baldwin Ave., Tersev City. X. T. 

Dougherty, Samuel L, Pvt., 29 Carry St., Binghamton, N. Y 

Dow, Frederick A., Pvt. 1st. CI., 168 Elm St., Cambridge. Mass 

Ertle, Samuel, Pvt. 1st. CI.. R. F. D. No. 1, Harrison, Ohio. 

Elvea, Harry E., Pvt., Higbmnre, S. Dak. 

Fell, Charles A., Pvt. 1st. CI., 2012 Lockport St.. Niagara Falls X V 

Fenton. Oaklev L, Pvt., 1910 9th Ave., Watervliet, X. Y. 

Fernquist, Oscar T., Pvt., 154 Dve St., Hornell, X. Y. 

Fetzer, Toseph E., Pvt., 248 Triangle St.. Buffalo, X Y. 

Flynn, Harrv P.. Pvt.. 231 Mvrtle Ave., Buffalo, X. Y. 

Flynn, Thomas P., Pvt., 417 Matthew St.. Elmira X Y 

Foley, Michael. Pvt. 1st. CI., 14 Walnut St.. Richmond Hill, X. Y 

Fox, Wilbur. Pvt., 27 Demond Place, Buffalo, X. Y. 

Fronberry, Jacob E.. Pvt. 1st. CI.. 232 Wash St. Milwaukee, Wis 

Funeheon, Edward J.. Pvt. 1st. CI., 478 Perrv St., Buffalo X Y 

Furry, Charles W., Pvt., Gays. III. 

Gunderman, Tracv L., Sgt., 105 Partridge Ave.. Elmira, X Y 

Gray, Charles X.. Sgt., 181 4th St.. Trov. N. Y. 

Garbarino. Francis E., Pvt. 1st. CI., 604 Magee St.. Elmira X Y 

Gelimini, Peter. Bugl. 1st CI., 1521 Blvd.. Tersev City, X T. 

Centner, William F., Pvt. 1st CI., 17 Ball Place. Watervliet. X Y 

Giles, Theodore, Pvt. 1st. CI., ^2 Georges St.. Green Island X Y 

Gillespie. Harrv P.. Pvt., 302 Grand Ave.. Altoona, Pa 

Girton, Basil G„ Pvt. 1st. CI., Platte, S. Dak. 

Gordon, Edward F., Pvt., 2048 Seneca St.. Buffalo. X. V. 

Goetcsinger, Henrv, Pvt.. 270 Spring St., Louisville, Kv 

Gorr, Ernest, Pvt., 210 Wash. St.. Elmira. X Y 

Gragg, Shelby. V.. Pvt.. 319 S. Green St.. Wichita. Kan. 

Gransamer, Edward A., Pvt., 227 Riplev Place. Elizabeth. N V 

Gray, Clarence A.. Pvt.. 828 3rd St., Rapid City, S. Dak. 

Gray, Warren F.. Pvt., Holton, Kan. 

Cress, William, Pvt.. 15 Mulford St.. Buffalo. X. Y. 

Grooms, Joseph J., Pvt., Jumbo, Okla. 



Guillaume, LeRoy C, Pvt., Elk Point, S. Dak. 

Gundlach, Henry L., Cook, 219 N. 8th St.. Belleville, 111. 

Hebert, Wilkes E., Sgt., R. F. D. No. 2, 267 C, Houston. Texas 

Harms, Edward H., Corp., 79 Audubon Ave., Jersey City, N .1 

Hunter, Clarence E., Cook, 1310 E. 13th St., Kansas City, Mo 

Hardiman, Wm. H., Pvt., 109 Madison Ave., Elmira, N. Y. 

Harwood, Philip A., Pvt. 1st. CI., 22 Hutton St., Troy, X. 1 . 

Haugh, Cvril, Pvt., 1020 144th St., E. Chicago, Ind. 

Hayes, John T., Pvt., 23 Claremont Ave., Jersey City, N. J. 

Hayward, James Z., Pvt. 1st. CI., Granger, Wyo. 

Hebrew, Callie N„ Pvt. 1st. CI., Stockton, Kans. 

Heineman, Fred C, Pvt., 17 Mellville St., Rochester V \. 

Higgins, Patrick A., Pvt., 3207 Blvd., Jersey t ity, N. J. 

Hollowell, Loweth W., Pvt. 1st. CI., 124 Riverside Ave., Winfield, Kans. 

Honan, Wm., Pvt. 1st. CI., Reed Hotel, Lexington. Ky. 

Huhner, Henry W., Pvt., 1701 Commercial Ave., Cairo. 111. 

Jennings, David M„ Pvt. 1st. CI., 401 E. Market St., Princeton, Ky. 

Tohannpeter, Wm. H., Pvt. 1st. CI., Kinley Place, Madison, 111. 

Tohnson, Conrad W., Pvt., R. F. D. No. 1, Akron, Iowa. 

Johnson, Edw. J.. Pvt., 14 Barkley St., Albany, N. Y. 

Johnson, Milton E., Sgt., Elk Point, S. Dak 

Tohnson, Otto H., Pvt., c /o Hollenbeck, Tailor, Sioux City, Iowa. 

Jones, Roy C, Pvt., 324 Cleveland St., Youngstown. Ohio. 

Jones,' Willie, Pvt., Kevey, Ky. 

Tustice, Guv W., Pvt., Spencer, S. Dak. 

"Kromer, Michael, Corp., 136 Mohr St., Buffalo. N Y. 

Kennedy, Edward J., Pvt., 105 Grover St Springfield, Mass. 

Kennedy, James T.. Pvt., 366 Norton St., Elmira, N. Y. 

Kielv, Patrick L. Wagr., 520 Spruce St., Anaconda, Mont. 

Kirk'wood, Edwin T., Pvt. 1st. CI., Kemmerer, Wyo. . . 

Kock, Edward J., Pvt., 1176 Harrison Ave., Cincinnati, Ohio. 

Kurig, Herman'T., Corp., Ravena, N. Y. 

Lemley, Roy M., Pvt., R. F. D., Silver Springs. N. \ . 

Lamar, Jesse O., Pvt., Merkel, Texas. 

Langston, George A., Pvt., 502 6th St., Paducah, Ky. 

Lawler, Hix A., Pvt. 1st. CI., Jacksonville, Texas 

Lawson, Chas. E., Pvt., 4 Wright Terrace, Rochester N. \ . 

Ledford. Thomas A., Corp., R. R. No. 7, Hopkinsv.lle. Ky. 

Lewis, Joseph, Pvt., 2706 Portland Ave Louisville, Ky. 

Lindquist, Albert N., Pvt., 57 Salisbury St. Holden, Mass. 

Luedtke, Tohn W., Corp., Brownstown, Ind. 

Mowerv, John W., Pvt., Madison, 111. - 

McGrath, Edward J„ Corp., 1497 E. 15th St., Brooklyn, N. \. 

McNair, Ralph, Corp., 151 S. Division St.. Buffalo, N. Y. 

McManus, Arthur A., Mess Sgt., 22 Carlton St.,. Rochester, V V 

Mack William J., Wagr., 311 Weber Place, Elmira, X \ 

Magnusdal, Henrv M., Pvt.. 435 Montauk Ave., New London, Conn. 

Maiier, Tames A., Pvt., 27 S. St., Buffalo N Y. 

Mahorney, Everett H., Pvt., 2407 Bank St Louisville, Ky. 

Maroney, Francis V., Pvt., 47 E. Tupper St., Buffalo, N. Y. 

McCann, Frank E.. Pvt. 1st. Cl„ 6 Pearne St.,. Binghamton, NY 

McGuire Joseph A., Pvt. 1st. CI 1402 Baldwin St., Elmira, X. Y. 

McMahon, William E., Pvt., 1003 Spruce St., Olean, N. Y. 

McMahon Toseph J., Pvt.. 1207'/, Grand Central Ave Elmira, N. Y . 

McPheeters, AdLn A., Pvt. 1st. CI., 1173 W. 10th St., DesMoines, Iowa. 

Miller Harrv, Pvt., 29 Madison Ave., Albany, N. Y. 

Mitchell Eddy W Pvt., 212 W. Elm St.. West Frankfort 111. 

Monroe ' Eugene B., Jr.,' Pvt R. F. D. No. I Columbia Cross Roads, Pa. 

Moran, James E., Pvt., 23 Munsell St., Binghamton. N. \ . 

Morabito, Paul, Pvt., 619 20th St., Niagara Falls, N. \. 

Morris, Adley, Pvt. 1st. CI., 503 Arch St., Fulton, Ky, 

Murphy, Francis, Pvt. 1st. CI., 955 Michigan St. Elmira N. V 

Mvers'Troden L., Corp., 1428 Western Ave., Medo, Ohio. 

Newton, Meek D.. Pvt. 1st. CI., Bloomburg, Texas. 

O'Donnell, Tohn, Pvt., Box 185, E. Alton, 111. 

O'Neil, Homer A., Pvt. 1st. CI., 211 Bonham St Commerce, Texas. 

Olson, Andrew O., Pvt. 1st. CI., Hitchcock, S Dak. 

Palmer, Carl D., Corp., R. F. D. No 1, Mellette, S. Dak. 

Porter, Walter W., Cook, Arispee, Iowa. 

Pavia, Francisco, Pvt., Cavour 24, Marsala, Italy. 

Parkhill, Thomas, Pvt., R. F. D. No. 1, Chrisman, Texas. 

Patterson, Sooner C, Pvt., Leinatt, Tenn. 

Posev Tohn J., Pvt. 1st. CI., Helena, Ohio. „_._,, 

trader/ George' J., Pvt., 1217 N 14th St. E. St. Loins. 111. 

Preussing. Elmer J., Pvt. 1st. CI., Hecla S. Dak. 

Putnam. Oddv O., Pvt., Electric Ave., McAlester, Okla. 

Rur.dell, James R., Sgt., White Bear, Mmn. 

loI^Her^Sg^lff C^^^^tr- N ' " 

l». at ^'llt^^M^t Eagle St., Niagara Falls, X. Y. 

Roche. William L„ Pvt.. 44 5th St., Lackawanna, X \. 

Rocco. Michael. Pvt. 1st. CI.. 18 Prospect St., New Brunswick. N. I 

Roth, William, Pvt., Bristol, S. Dak 

Rowe William Pvt , 3020 Elm St., Newark, N. .1. 

RuTse'll Clem ™W \, Pvt.. R. F. D. No. 2. Box No. 6, Bowling Green, Ky. 

Spooner, Harry S., Pvt., 281 Grafton St. Worcester, Mass 

Schulte, Grover C, Sgt., 1723 Sherman Ave Norwood, Ohio. 

Satzinger, Clarence A., Wagr., Ipswich, S. Dak . 

Stapf, Elmer J., Pvt., 1165 Central Ave.. Hamilton, Ohio. 

Sweenev. Tohn J., Corp., Broadbrook, Conn. 

Shaw George L , Pvt. 1st. CI., 115 Mission St., Santa Cruz. Calif. 

Scarbrough. Walter R., Mech., Pomona Kans 

Scharre, William F., Pvt., 1617 Fair Place Shreveport, La. 

Schieffer, Toseph W., Cook. 63 Main St., Danbury, Conn. 

Sedlacek, Michael W.. Pvt., St. Francis, S. Dak. 

Simon. Andrew A., Pvt.. 148 Arter Ave., Oakland. Kans. 

Siracusano, Win., Pvt., 3222-: Calif St Omaha Neb. 

Smith, Frank H., Pvt., 281 Stanhope St., Brooklyn. V Y . 

Smith, Hubbard, Pvt., IS Grand St., Newark. N. J. 

Spitzenberger, A. H., Corp., Bonesteel S. Dak. 

Stabach. Reinhold E., Pvt., 470 N. 8th St.. Laramie, Wyo. 

Star, Nick G., Pvt., Corsica S - ° a , k ' , c t, i 

Sutter. Chas. L., Pvt. 1st. CI.. Hitchcock. S. Dak^ 

Tracy, Daniel E., Pvt. 1st CI., 1819 Lyndale Ave., So. Minneapolis, Minn. 

Thave'r, Louis, Pvt. 1st. CI., c /o A. Baker, Amangansett, X. Y. 

Tidwell, Hubert, Pvt., Beaumont, Texas. 

Tiernev, George, Pvt., 212 Garfield Ave., Jersey City, N. .1. 

Voutoiir, Philipe F„ Corp., 69'< Mount Auburn St., Cambridge, Mass. 

Vauthriii, Amos P., Pvt., 16 Rose Ave., Jersey City. N. J. 

Vauthrin. Louis T., Pvt., 243 Pearsoll Ave., Jersey City, N. J. 

Veech, Thomas A., Pvt., 2061-5 E. Wash. St., Springfield, 111. 

Wiseman, Daniel R., Pvt., 50 Plantation St., Worcester. Mass. 

Witucki, Joseph, Sgt. 1st. CI.. 1049 N. Kedvale Ave., Chicago, 111. 

Walth, Gottlieb J.. Pvt. 1st. CI., Hosmer, S. Dak. 

Whitworth, John E., Pvt. 1st. CI., 1409 12th St., Wichita Falls, Texas. 

Wall Arthur B., Corp., 314 N. 7th St., Temple, Texas. 



(227) 



Wallers, Fred, Pvt. 1st. CI., 7127 S. Chicago Ave., Chicago, 111. 

Watson, Leslie J., Pvt. 1st CI., Phillip, S. Dak. 

Weber, Henry J., Pvt., 32 Garfield Ave., Lancaster. N. Y. 

White, Irven C, Sgt. 1st. CI., 1707 Ogden Ave., Superior, Wis. 

White, Julian L., Supply Sgt., 605 W. 6th St., Oklahoma City, Okla. 

Whitfield, George R., Pvt., 215 S. 6th St., Newark, N. I. 

Wilder, Cree L., Pvt., Huron, S. Dak. 

Willis, Cebery, Pvt., 230 E. Market St., Louisville, Ky. 

Wilson, Matthew E., Pvt., 27th St., Sunset Heights, Houston, Texas. 

Vurcukornis, John, Pvt., S4 Johnson St., New Briton, Conn. 

Zirker, Henry J., Pvt. 1st. CI., 2109 Wilson Ave., Louisville, Ky. 

Stange, Christopher J., Pvt., 29 Stagg St., Tersev City, X. I. 

Gilman, Jake, Pvt. 1st. CI., Henry, S. Dak. 

Company I 

Allen, J. A., Pvt. 1st. CI., Gillette, Wyo. 

R. G. Allen, Pvt. 1st. CI., Glen Elder, Kans. 

Amick, H. F., Pvt., 1696 Piedmont St., Charleston, W. Va. 

Anderson, A. M., Pvt., Bristol, So. Dak. 

Anderson, A. W., Pvt. 1st. CI., 2507 K Street, Omaha, Neb. 

Anderson, E. C, Pvt., Valley Springs, So. Dak. 

Archer, Ole E., Pvt. 1st. CI.. Densmore, Kans. 

Arnold, Rav W-, Pvt., Hutchinson, Kans. 

Bailev, Henry C, Pvt., 721 Sawyer St., Lead, So. Dak. 

Barker, G. C, Sgt. 1st. CI., 314 E. Lewis St., Wichita, Kans. 

Baxter, J. R., Corp., US Cottonwood St., Freeport, 111. 

Bayer, E. F., Pvt. 1st. CI.. Edgemont, So. Dak. 

Beaudry, L. E., Corp., 275 E. Brodaway, Toledo, Ohio. 

Beckett, R. P., Sgt., Greensburg. Kans. 

Bender, O. A., Pvt. 1st. CI., 4547 Chouteau Ave., St. Louis, Mo. 

Benedict, T. E., Pvt., 106 W. Oak St., Waseca, Minn. 

Berberovich, M., Pvt., 504 Lynch St., Jackson, Miss. 

Blackberg, A. W„ Pvt., 707 N. 20th Ave., W., Duluth. Minn. 

Blewett, W. H., Pvt. 1st. CI., 2149 N. Water St., Wichita, Kans. 

Bowdes, S. L.. Pvt. 1st. CI., R. F. D. No. 2, Formoso, Kans. 

Bowman, R. T., Pvt., 324 Grammercy Ave., Minneapolis, Minn. 

Boyer, F. J., Pvt., 323 LTnion St., Napoleon, Ohio. 

Brady, Pat, Pvt, 1909 Green St., Boone, Iowa. 

Braun, A. G., Pvt., Savoy, Mont. 

Brosig, W r . S., Sgt., Holton, Kans. 

Brown, G. H., Pvt., 415 24th Ave., N., Minneapolis, Minn. 

Brown, R. J., Pvt. 1st. CI., 105 Bulkhead Ave., Chicopee, Mass. 

Bujold, G. W., Pvt. 1st. CI., 6512 Polk St., Duluth. Minn. 

Burke, R. S., Pvt., 21 Harvey Place, Buffalo. N. V. 

Butler, J. T., Pvt., 17 So. 4th St., East, Salt Lake City, Utah. 

Cantwell, W. J., Pvt., 506 Ward St., Joliet, 111. 

Campbell, H. \\\. Pvt. 1st. CI., 9 Hammer St.. Burnside, Conn. 

Carroll, James, Pvt, 1st. CI., 23 So. 8th St., Council Bluffs, Towa. 

Carroll, J. H., Pvt., 354 Lincoln St., Seneca, 111. 

Cason, W. G.. Pvt., Montezuma. Ga. » 

Chestnut, J. S., Pvt., R. F. D. No. 5, Clav Center, Kans 

Christenson, N. M., Pvt., R. F. D. No. 5, West Duluth, Minn 

Clewett, L. G„ Pvt., Salana, Minn. 

Cockey. W. B., Sgt.. 320 S. 7th St., Salina, Kans. 

Constantine. J. E., Pvt.. 1503 W. 4th St., Red Wing, Minn. 

Collins, Fred J., Sgt.. Malta, 111. 

Coster, James, Pvt., 65 Wallis Ave., Tersev City, X. T. 

Counts, J. B., Pvt., 90S S. Sth St., Waco, Texas. 

Cowling, R. V., Pvt., Browns. 111. 

Craig, Emmit, Pvt.. 311 Park St., Chillieothe, Ohio. 

Crilly, D. J., Pvt. 1st. CI., McGill, Nev. 

Crosby, W. E., Pvt., S Milton St., Lynn, Mass. 

Cunningham, E. C, Corp., 1646 N. Monticello Ave.. Chicago, III. 

Danos, Constantine, Pvt., Box 205, E. Chicago, Ind. 

Darr, R. L., Pvt. 1st. CI., R. F. D. No. 5, Loudonville. Ohio. 

Dawes. I. L., Pvt. 1st. CI., 317 4th St.. Two Harbors, Minn. 

Day, R. V., Pvt. 1st. CI., Winfield, Kans. 

Dery, C. P., Pvt.. 3 Dana St., Lowell, Mass. 

Dickson, F. G.. Cook, 310 E. Superior St., Duluth, Minn. 

Dreyer, Fred, Pvt. 1st. CI.. Letcher, So. Dak. 

Ddgan, Harry W., Pvt. 1st. CI.. Lostant. 111. 

Dwyer. John. Pvt.. 102 Mahoning St., Hibbing, Minn. 

Eckbeck. O. M., Corp., 616 Barker St., Hawlev. Pa 

Engel, Carl, Pvt. 1st. CI., R. F. D. No. 1. Dayton, Ohio. 

Erickson, C. J., Corp., R. F. D. No. 1, Gullv. Minn. 

Erickson, G. W., Pvt., 1702 Dempster St., Evanston. 111. 

Fairchild. A. L., Pvt.. 7S Cedar Lark Rd., Minneapolis, Minn 

Farr, J. G., Pvt. 1st. CI., Ponsford. Minn. 

Fernstrom, E., Pvt. 1st. CI.. R. F. D. Nn. I. Rousean. Minn 

Finley, C. A., Pvt., 1107 E. First St., Fort Scott. Kans. 

Fitzsimmons, J. A.. Pvt. 1st. CI.. Burnett Road, Springfield, Ohio. 

Fleming. J. L.. Corp.. Weldon. 111. 

Flori, Frank. Cook. 4th and Bell Sts., Alton, 111 

Flyte. Samuel H., Pvt., Dallas. Texas. 

Frazier, C. L., Pvt., Oconee, 111. 

Frazey, M. E., Pvt., Holton, Kans 

Galligan, Paul. Pvt 1st. CI., 104 W. Forest St.. Pittsburg. Kans 

Gardner, R. H., Pvt., 1101 N. Minnesota Ave.. Sioux Falls. So. Dak. 

Oearheart, L. B., Pvt., 1823 La Salle St., St. Louis, Mo 

Gigeay, C. P., Pvt. 1st. CI., c /o C. & N. W. R. R., Wasseca, Minn. 

Gilloth, Frank J., Pvt., 218 1st Ave.. Barboo. Wis. 

Glassco, J. F., Sgt., Beaver Ave.. R. F. D.. Des Moines, la. 

Gonzales. Frank. Pvt., 21 S Carbon Ave., Trinidad. Colo. 

Grogan, T. F.. Pvt., 102 Conway St., Greenfield. Mass 

Grotegut, F. L.. Pvt.. 1425 7th Ave., Rock Island. Ill, 

Gulsveg. Edward. Pvt., 3225 Cedar Ave., Minneapolis, Minn 

Hager, P. W. H., Pvt. 1st. CI.. Hepler, Kans. 

Hale, V. O., Corp., Osborne. Kans. 

Ham. H. F., Pvt.. 566 Page St.. Svcamore. 111. 

Harding. S. E.. Pvt., 90' W. Franklin Ave., Minneapolis. Minn. 

Heatherly. J. J.. Pvt.. 677 Summit Ave.. Jersev City N T 

Hcffron, C. E.. Pvt., N. S., Croton. N. Y. 

Henry, J. C. Pvt. 1st. CI.. 1220 Orient. San Angelo, Texas 

Hicks, A. W.. Pvt., R. F. D.. Munger. Minn. 

Hinaman, C. L., Pvt., Norwick, Pa. 

Hingsberger. C. L., Pvt., 721 14th Ave.. So.. St. Cloud, Minn. 

Honey, J. W., Pvt., 521 So. 2nd St., Muskogee. Okla 

Honza. C. R., Corp., S38 S. 4th. St.. Atchison. Kans. 

IIoss, Thomas, Pvt., 16 2nd. Ave.. W., Duluth. Minn. 

Houser, H. A., Pvt., Paradise, Kans. 

Hovde, Nels G„ Pvt.. Ralph. So. Dak. 

Huffman. R.. Pvt.. 409 So. 11th St.. Beatrice, Neb. 

Hulett. W. F... Pvt.. Champlin. Minn. 

Humphrey. G. W., Corp.. White Plains. Ky 

Hungerford. E. G., Pvt. 1st. CI.. 853 W. 5th' St., Emporia, Kans 

Hunter. E. J., Cook, Verdin. 111. 

Huth, Theo. E., Pvt. 40S Wavland St., Beaver Dam, Wis 



Iverson, Henry, Pvt. 1st. CI., 56 No. State St., Aurora, 111. 

Jacobs, Fred, Corp., Victoria Hotel, Seattle, Wash. 

James, George T., Corp., 501 3rd. St., Fulton, Ky. 

Tohnson, F. S., Pvt., Pierpont, So. Dak. 

Johnson, J. A., Pvt. 1st. CI., 1117 St. Joe St., Rapid City, So. Dak. 

Johnson, J. C, Mech., Flandreau, So. Dak. 

lohnston, E. C, Corp., Pipestone, Minn. 

jolliff, Logan E., Pvt., Richview, 111. 

Tordan, J. H., Pvt., 34 N. 11th. St., Minneapolis, Minn. 

Tordan, R. E., Pvt., Vandalia, Ohio. 

Kalmer, George V., Pvt., 532 Decatur St., St. Paul, Minn. 

Keay, John M., Sgt., Amboy, 111. 

Keeney, C. A., Cook, 40 Station St., Ashtabula, Ohio. 

Kellett, F. T., Pvt., 236 Seminary Ave., Aurora, 111. 

Kellev, J. F„ Pvt., 216 Lembeck Ave., Jersev City, N. J. 

Kenter, J. H., Pvt., 914 N. Railroad Ave., Effingham, 111. 

Kleiber, Adam, Pvt. 1st. CI., Herrington, Kans. 

Kuczka, W. K., Pvt., 12 Warren St., Buffalo, N. Y. 

Kumm, E. E., Pvt., Spring Vallev, Minn. 

Lampl, Wenzel, Pvt. 1st. CI., 1010 Co. Front St., New Ulm, Minn. 

Lellelid, G. 0., Pvt., Coleman, So. Dak. 

Lendu, Andrew, Sgt. 1st. CI., 1029 Ogden Ave., Superior, Wis. 

Lindbloom, A. D., Pvt., Box 1202, Soudan, Minn. 

Link, George B., Pvt., Reno, Minn. 

Lisanti, A. F., Pvt., 87 Central Ave., Corona, L. I., N. Y. 

Locke, A. H., Pvt. 1st. CI., Castlewood, So. Dak. 

Love, Louis B., Pvt., Critchfield, Ky. 

Lipton. J. M., Pvt., Ambov, 111. 

Luth, J. W., Corp., 891 Arcade St., St. Paul, Minn. 

Lvnn, Floyd A., Pvt., Huron, So. Dak. 

Martin, Roscoe A., Pvt., 315 E. 10th St., Cheyenne, Wyo. 

Maver, Carl, Pvt., 1711 Penn. St., Kansas Citv, Mo. 

McClurg, L. J., Sgt., 2805 Race St., Denver, Colo. 

McFarlin, W. L, Pvt., 27 King St., Trunnel, Ont., Canada. 

MsMahon, F. F., Pvt., 512 E. Johnson St., Clinton, 111. 

Meng, Wm. D., Pvt., Carrington, Mo. 

Mesick, George E.. Pvt. 1st. CI., Highmore, So. Dak. 

Miller. Frank B., Pvt., R. F. D. No. 5, Somerset, Pa. 

Millikin, J. W., Pvt., 508 Chicago St., Caldwell, Idaho. 

Myrha, Harry B., Pvt. 1st. CI., Davenport, No. Dak. 

Nelson, G. A., Pvt., Dilworth, Minn. 

Nelson, W. O., Pvt., Box 352, Sandstone, Minn. 

Neilson, P. M. C, Pvt., 1st. CI., Lake Wilson, Minn. 

Nixon, M. L„ Pvt. 1st. CI., 346 W. 7th St., Elmira, N. Y. 

Nooner, C. R., Pvt. 1st. CI., Fulton, So. Dak. 

Norquist, E. W., Corp., 2320 W. Piedmont Ave.. Duluth, Minn. 

Nugent, F. B., Corp., 259 W. Morrison, Frankfort, Ind. 

Nugent, W. A., Pvt. 1st. CI., 259 W. Morrison, Frankfort, Ind. 

Nystrom, A. G., Pvt.. R. F. D. No. 1. Box 4, Foreston, Minn. 

Osborn, Harry D., Mess Sgt., 154 Litchfield Ave., E., Wilmar, Minn. 

Ostrcm, N. O., Pvt., 2445 11th Ave., So., Minneapolis. Minn. 

Owens, O. E.. Pvt. 1st. CI.. 500 Roosevelt Ave.. Eveleth, Minn. 

Paddock, G. H., Pvt., 38 Hibbard St., Amsterdam, N. Y. 

Pagano, Galtano, Pvt., Box 104, Susquehanna, Pa. 

Painton, H. W., Pvt., 704 Linden Place., Elmira, N. Y. 

Painton, P. E., Corp., 704 Linden Place, Elmira. X. Y. 

Petersen, W r m. H., Cook. 2213 Winnebago St.. St. Louis, Mo. 

Pfabl, A. E., Set., 202 Clav St., Rochester. N. Y. 

Pfoltzer, Fred D., Pvt. 1st. CI., 251 Oakwood Place, Buffalo, N. Y. 

Phillips, C. G., Pvt., Brownwood, Texas. 

Phillips, Tames, Wagr., Blooming Grove, Texas. 

Pisano, J. A., Corp., 308 North St., Elmira, N. Y. 

Pitt, C. A., Pvt., 270 McDonough St., Brooklyn. N. Y. 

Pitts, F. E.. Pvt., 84 Liberty St., Newburgh, N. Y. 

Price, Roy H., Pvt., Rural Retreat, Va. 

Reckinger, W. E., Sgt., 188 New York St., Aurora. 111. 

Regan, Thomas J., Pvt., 558 W. 37th St., New York. N. Y. 

Reidv, P. J.. Pvt. 1st. CI., 640 Fulton, Buffalo. N. Y. 

Rhodes, E. C, Pvt., 77 Robinson St., Binghamton, N. Y. 

Rice, R. F.. Pvt. 1st CI., 111'/. Orchard St.. Elmira, N. Y. 

Reiger, T. B., Pvt., Box 80, East Dubuque. 111. 

Roberts, A. S.. Pvt., R. F. D., Ekron, Ky. 

Roberts, William, Wagoner, 754 ! j New St.. Macon, Ga. 

Roberts, W. IT. H. D., Pvt.. Dayton. Tcnn. 

Robertson, S. R., Wagoner, 1609 Washington St., Denver, Colo. 

Rogers, F. F., Wagoner, 805 McGee St., Elmira, X. Y. 

Rudolph, C. F., Pvt., 119 W. Bridge St., Elvria, Ohio. 

Rudolph, T. A., Pvt. 1st CI.. 320 Burr Oak Ave.. Blue Island, 111. 

Ruf, A. B\, Pvt. 1st CI., 1331 E. 7th St., Duluth, Minn. 

Rumler, J. M., Pvt., 1QJ4 13th St., East Moline, 111 

Rump, George B.. Pvt., 1121 Lee St., Covington, Ky. 

Russell, G. W., Corp., 205 N. Broadway, Los Angeles, Cal. 

Rutherford, A. G., Corp., 1439 East 4th St., Brooklyn, N. Y. 

Saccomanno, S., Pvt., P. O. 23, Cranberry Lake. X'. Y. 

Sangalli, R. J.. Pvt., 500 W. Elm St.. Waseca, Minn. 

Saver, Erwin W., Pvt.. 432 E. 30th Ave., Los Angeles, Cal. 

Scanlon, M. J., Pvt., 522 Elk St., Buffalo. X. Y. 

Schober, J. A., Pvt., 2211 Oueen Ave.. N. Minneapolis, Minn. 

Schroeder, S. A., Pvt. 1st CI., Sidney, Xeb. 

Schroedl, M.. Pvt., 10 Glasser St., Rochester, N. Y. 

Schuler, H. M.. Pvt., 1925 Walton Wav, Augusta. Ga. 

Seastedt, R. G., Pvt., 1009 E. Losey, Balesburg, III. 

Sevdlitz, Frank, Mechanic. Plattsmouth. Neb. 

Shea, J. J., Pvt., 120 Erie St.. Owego, N. Y. 

Sheils, Earl A., Pvt. 1st CI, Carlton, Minn. 

Shonessy, J. N., Pvt., 159 Ivanboe PL. Savior Pk.. Cincinnati, Ohio . 

Siehl, E. E., Pvt., 1852 E. 55th St., Cleveland, Ohio. 

Silvers. J. L., Cook, 21 Jackshurro St., Luretha, Ky. 

Smith, George F., 1st Sgt.. 201 Washington. Newton, Mass. 

Sorter, B. S., Cook. S20 E. Augusta St., Clinton. Mo. 

Smith, L. R., Pvt., Tek.ia, Wash. 

Smith, H. C, Pvt., Thompson. Pa. 

Spranger. Carl F., Pvt. 431 X. 17th Ave., East Duluth, Minn. 

Stall : ngs, T. H., Corn.. Brownhouse. Macon. Ga. 

Stearns. F'loyd A., Pvt. 1st CI. 1453 Grand Central Ave., Elmira, N. Y. 

Strong, O. H-, Pvt., Jackson, Ky. 

Swanson, Henry, Pvt., 760 Sims St., St. Paul. Minn. 

Talmon, Leo, Wagoner, 405 Robins St., Houston. Texas. 

Taylor, L. H., Pvt. 1st CI. Box 424, St. James, Minn. 

Teresi. Ignazio, Pvt., 149 Joseph Ave., Rochester, N. Y. 

Thach, Frank L., Sgt., Kimball. Tenn. 

Thomas. Batv, Pvt., Oakdale, Tenn 

Tozzi, P. A., Pvt., 119 Mvrtle Ave., Buffalo, N. Y. 

Traylor, C. E., Pvt., 204 N. Grant St., Casper. Wyo 

Valente. Felice, Pvt., 145 Romeyn St., Schenectadv X. Y. 

Vance. Harold L.. Sgt.. 5215 Lvons Ave.. Kansas City, Mo. 

Vanderploeg, R.. Pvt.. Box 64. Marble Minn. 

Velocci, Rocco, Pvt., 665 Magee St., Elmira, X, Y. 



(228) 



Vesper, Edward E., Pvt. 1st CL, R. F. D. 3, Mendon, Ohio. 

Viele, George, Pvt., Sehuylerville, N. V. 

Wade, Robert R., Pvt., 194 James Ave., N. Minneapolis, Minn. 

Wagner, Frank, Corp., 426 4th St., Red Wing, Minn. 

Waite, R. G., Pvt., 510 W. Buffalo St., Rawlins, Wyo. 

Waiker, E. B., Pvt. 1st CI., 706 Terrace Ave., Davton. Ky. 

Walker, Walter F., Pvt .1st CI., 246 N. Melwood St., Wichita, Kans. 

Wallin, Richard, Pvt., 221 Pittsburg Ave., Duluth, Minn. 

Weineger, John, Pvt., 236 Locust Ave., Amsterdam, N. V. 

WVh, Henrv J., Pvt. 1st CI., 2725 6th Ave., Rock Island, 111. 

Williams. G. I., Pvt. 1st CI., Beech Bluff, Tenn. 

Williams. H. W., Pvt. 1st CI., 1226 W. Jefferson St., Louisville, Ky. 

Wilk.ughbv. C. O., Pvt., Macksville, Kans. 

Woehling, T. H., Pvt. 1st CI., Shakopee, Minn. 

Woolard, C. B., Sgt. 1st Cl„ 406 East 1st St., McCook, Neb. 

Wright, Rov N., Pvt., 1010 W. Bluff St., Janesvillle, Wis. 

Winget, George I., Pvt., Hillvard, Wash. 

Yehling, Charles L., Sgt. 1st CI., 3222 Chippewa St., St. Louis, Mo. 

Zbikowski, Frank J., Pvt., 1168 Magee St., Elmira, N. Y. 

Zea, Raymond C, Sgt., St. James, Minn. 

Zerhusen, T. C, Pvt. 1st CI., 844 Crescent Ave., Covington, Ky. 

Zittel, A. B., Pvt., Glen Center, N. Y. 

Headquarters Detachment, 4fli Battalion 

Anderson, Lewis M., Bn. Sgt. Maj., 743 LaFayette St., Kansas City, Kans. 

Armstrong. Winton B., Pvt., P. O. Box 704, Augusta, Ga. 

Caselas, Paul L„ Pvt. 1st CI., 2108 S. Spring, St. Louis, Mo. 

Chandler, Arthur C, Cook, 420 W. Main St., Oklahoma Citv, Okla. 

Cross, James L., Pvt., 1511 So. Boulder St., Tulsa, Okla. 

Davis, Fred B., Jr., Wagoner, Ft. Pierre, S. Dak. 

Douglass. Win M., Corp., 3237 Grand Ave., Dallas, Texas. 

Glazener, Joseph T., Wagoner, So. Houston, Houston, Texas. 

Guidrv, Woodward E., Pvt. 1st CI., Port Lavaca, Texas. 

Holco'mb. Earle T., Pvt. 1st CL, 32 Hubbard St., Winsted, Conn. 

Kirby, Wm. H„ Pvt., 2800 Jamaica Ave., Richmond Hill, L. L, X. Y. 

Munro, Kenneth D., Pvt., Wilmot, S. Dak. 

McShan, Frank E., Pvt., 2611 LeClede Ave., Dallas, Texas. 

Pryor, Tandy M., Sgt., 831 McAllister St., Benton Harbor, Mich. 

Strohm, Arthur R., Pvt., Jewell Citv, Kans. 

Stuwe, Harry A., Sgt., 136 Marion St., Oak Park, III. 

Weigand, Wilbur E., Bn. Sup. Sgt., Gillispie, 111. 



Medici 



Detachments 4th Battalion 



Baldonado, Emiliano, Pvt., Placitas, N. M. 

Balthazer, Harvey L., Pvt., 2326 Monroe St., X. E., Minneapolis, Minn. 

Berggren, Fred M„ Pvt., Mead, Neb. 

Deller, Estell M., Sgt. 1st CI., Flandreau, S. Dak. 

Hagen, George, Pvt., Russell, Kans. 

Hagen, William, Pvt., Marion, Kans. 

Johnson, John, Pvt., Slater. Mo. 

Knudson, Helmer A., Pvt., 407 S. "K" St., Sparta, Wis. 

Longcoy, Adelbert D., Pvt., 818 Marineth Ave , Menominee, Wis. 

Samora, Edward B., Pvt., St. Johns, Ariz. 

Sheppard, Budd F., Pvt., Shamrock, Texas. 

West, Charles E., Pvt., Bismark, Mo. 

Company Iv 

Andrews, Henry J., Pvt.. 161 Grav St., Buffalo, N. Y. 

Archambault, Walter J., Pvt. 1st CL, 36 Titus St., rear. Valley Falls, R. I. 

Aloisio, Dominick, Corp., 257 N. Division St., Buffalo, N. Y. 

Anderson, Albert, Pvt., Draper, TTtah. 

Anderson. John A. W., Corp., 318 X. Grand Ave., Okmulgee, Okla. 

Alstott, Louis, Pvt., 264 N. Forge St., Akron, Ohio. 

Bowers. Charles, Pvt., 92 Roosevelt St., Buffalo, N. Y. 

Bozarth, Arch W., Pvt., Huntington, Ind. 

Becelia, Joseph F., Pvt. 1st CL, Main St., Allegany, X. Y. 

Brown, Tames W., Pvt., Abbottstown, Pa. 

Blakly. Ed X.. Pvt., Miles City, Mont. 

Buford, Roy C, Corp., May, Texas. 

Byrne, Jas. W., Pvt. 1st CL, 612 E. Main St., Chattnaooga, Tenn. 

Bone, Alfred W., Corp., 3851 University Ave., Los Angeles, Cal. 

Bogard, Carl, Pvt., 515 N. Broadwav, Oklahoma Citv. Okla. 

Brov.nlee, John, Pvt. 1st CL, 926 Forsyth St., Toledo, Ohio. 

Burke, William, Pvt., Miles City, Mont. 

Baseman, George O., Pvt. 1st CL, Grenloch, N. J. 

Breunan, Harrv L, Pvt. 1st CL, 34 Park Ave., Camp Hill, Pa. 

Barulich, John J., Pvt., SIS "K" St., Bakcrsfield, Cal. 

Beckner, Lawrence M., Pvt., 218 Onawa St., Holland Pk., Ky. 

Bovd, John A., Pvt., c la Santa Fe Rv., Dallas, Taxas. 

Bvers, Clifford, Pvt. 1st CL, 817 N. 12th St., Mattoon, 111. 

Burhans, Frank D.. Pvt. 1st CL, 284 Sheridan Ave., Albanv, N. Y. 

Clifton, Harrv E„ Mess Sgt., 144 Pinknev St., Circleville, Ohio. 

Comer, Clay E., Pvt. 1st CL, 1826 Inglehart St., St. Paul, Minn. 

Coleman, George P., Pvt., 5232 Brandon St., Seattle, Wash. 

Cormier, Alphonse J., Pvt., 350 Liberty St., Springfield, Mass. 

Crosnoe, Ernest M., Pvt.. Crowell, Texas. 

Caleb, David T., Sgt., 107 S. Bales St., Kansas City, Mo. 

Cain, David, Corp., 3822 Winston Ave., Covington, Ky. 

Camp, Ennis W., Pvt., Gorman, Texas. 

Craig, William S., Pvt., 338 Tvler St., Trenton, N. T. 

Childers, William S., Pvt., 402 Wvandotte Ave., Bart'lesville, Okla. 

Cruse, Elmer M., Sgt. 1st CL. Cleveland, Texas. 

Condon, Arthur T.. Corp., 343 Walnut St., Aurora. 111. 

Claffy, Robert A., Pvt. 1st CL, 2 Thompson Ave., Wineld, X. Y. 

Cameron, Donald J., Pvt. 1st CL, Washburn, Wis. 

Devoung, Roy M., Pvt., 2110 Fulton St., Houston. Texas. 

Dycus, Henson G., Pvt., Grand Rivers, Kv. 

Devir.e, Robert P., Corp., Chester, 111. 

Dukes, Tom, Pvt., Route 1, New Salem, Texas. 

Dietrich, Albert, Pvt.. 804 E. 1st St., Belleville, 111. 

Date, William, Sgt.. Kimball, Mont. 

Deakin, Allen, Pvt. 1st CL, 106 11th St., College Point. N Y 

Dunning, Henry E., Pvt. 1st CL, 1021 Cherrv St., Muskogee Okla 

Daughton, Rnhert E., Pvt. 1st CL, 1153 N. 8th St., Springfield. 111. 

D'Espinosa, Salvatore, Pvt., 1191 Washington St, Norwood Mass' 

Davis, Edmund B., Pvt., 2414 Pine St., Pueblo, Colo. 

Davis. Alvin H., Sup. Sgt., 2112 N. 64lh St., Seattle, Wash 

Dillion, George J., Pvt.. 23 E. 40th St., Bavonne, N. T 

Dye, Everett, Pvt. 1st CL, Waynesboro, Kv. 

Evans, Ernest A., Pvt., 607 Denver St., Waterloo, Iowa 

Elder, Thomas R., Pvt., 336 W. 7th St.. Paris, Ky. 

Eisefelder. Isaac E„ Pvt. 1st CL, 2700 Howard St.'. St. Louis Mo 

Ehrline, Thomas L„ Pvt. 1st CL. 2933 Kipp St., Philadelphia Pa 

Engle, Adolph B., Pvt., Stratford. Okla. 



idelphia, Pa. 



East, Walter H., Corp., 351 Oceanview Ave., Woodhaven, X V 

Eleing, Max P., Pvt., 304 W. 6th St., Piusburg. Pa. 

Flood, John J., Pvt., 527 Newark Ave., lersev Citv, X, 1. 

Francis, Harry, Pvt., Gladys, Va. 

Fillec, Joseph, Pvt., Gen. Del., Pittsburg, Pa. 

Frankenhurg, Howard, Pvt., Loveland, Ohio. 

Fulton, Orin C, Pvt. 1st CL, 129 Gland Ave., Portland, Ore. 

Frink, Walter, Pvt., Scotland, 111. 

Fan ell, Virgil II., Pvt., 702 Butler St., Hannibal, Mo. 

Fleming, Wm. B., Pvt., Route 2, Rolla, Mo. 

Frank, Jacob F., Corp., Aberdeen, S. Dak. 

Frey, Henry E„ Pvt. 1st CL, 1503 Wes tState St., Olean, X Y 

Franxman, John P., Pvt., 336 Bvrd St., Covington, Ky 

Grady, Henry J., Pvt., Horicon, Wis. 

Gross, Mike, Pvt. 1st CL, Forsvthe, Mont. 

Gohr, Henry A., Pvt., 1148 E. 1st St., Pittsburg, Kans. 

Godey, Edward V., Pvt., 1206 Moss St , Reading, Pa. 

Gehman, Cary H.. Pvt. 1st CL, 538 X. Centre St., Terre Haute, Ind. 

Girvm, John E„ pvt. 1st CL, 220 W. College St., San Angelo, Texas. 

Glaeser, Willard H., Pvt. 1st CL, 1063 Peach St., Rockford, III 

Gibson, Frank T., Pvt., 2719 7th St., Port Arthur, Texas 

Gordon, George A., Pvt., 1324 John Ave., Superior, Wis 

Gillum, Richard N„ Pvt., 317 Campbell Ave., Portsmouth, Ohio 

Hybarger, James R., Pvt., 2901 Bookhout St., Dallas, Texas. 

Herrell, Willard, Cook, Route 1, Staunton, Ind. 

Harmeling, Frank J., Pvt. 1st CL, 2226 Franklin St., Covington, Ky 

Head. Willie C, Sgt., 412 E. Ruego St., Yoakum, Texas. 

Humphtrey, Wm. M„ Pvt., 862 E. 18th St., Louisville, Kv. 

Hopson, Benjamin, Pvt., Brownwood, Texas. 

Hacking, Robert W., Pvt., 620-22 McKnight Bd„ Minneapolis, Minn 

Hale, Robert H., Pvt., 305 W. 23rd St., Fort Worth Texas 

Hansen, Herbert J.. Corp., 18 Bleecker Ave., Troy X Y 

Hartsfield, Joseph F., Pvt., 203 Stay St., San Antonio, Texas 

Holhnger, Gilbert B„ Pvt. 1st CL, 1727 N. Harwood St., Dallas Texas 

Harris, William R., Pvt. 1st CL, Veniia, Okla 

Hearn, Hayden, Pvt. 1st CL, Nathan, Texas. 

Hoyt, Elwood G., Pvt., 83 Sumit St., Ridgefield Park, X T 

Hartman, Andrew W., Pvt., Le Grande, Ore 

Hall, Harry L„ Pvt. 1st CL. 1522 S, 7th St., Terre Haute, Ind 

Ivy, Benjamin F.. Pvt., Kausa, Okla. 

Johnson, Andrew J., Corp., 2617 4th St., Louisville Kv 

Jones, Fred. Pvt., Irwin, S. Dak. 

Johnson, John, Pvt., Eales, S. Dak. 

Johnson, Raymond L., Pvt., 1106 W. 40th PL, Los Angeles Cal 

Jellvman, Francis F„ Wagoner, 1510 Frankford St., Philadelphia 

Kalb, Charles H., Pvt.. 816 Gay St., Portsmouth, Obi,, 

Keating, Eugene H.. Pvt.. 1529 Garland Ave.. Louisville Kv 

Koenig, Fied A., Pvt., Sixteen, Mont. 

Krawczik. John, Pvt., 10th Ave.. Milwaukee, Wis 

Killian, Guy M„ Pvt., 6670 Maple St., Omaha Neb 

Koller. Carl R.. Pvt., Edgemont, S. Dak 

Kirkpatrick, Will G., Sgt., San Saba, Texas. 

Kiser, Wilber J., Sgt., Lunn, Ind. 

Krey, John D., Pvt., 2545 Herbert St., Cincinnati, Ohio 

Kyser, Will M., Pvt., Detroit, Texas 

Kuhl. Walter H.. Pvt. 1st CL. 332S Hackberrv St., Cincinnati, Ohio. 

Konrad, David II., Pvt., 622 X. Main St., Jacksonville, III 

Kirby, James Em, Sgt., 605 Cummings St., Henrietta, Okla 

klmedmet, Clair G., Pvt. 1st CL, 713';. W. Saratoga. Baltimore Md 

Keating, Daniel P., Pvt. 1st CL, 212 6th St., Irontn,,, Ohio 

Lowry, Claude E.. Pvt. 1st CL, Marvin, N. (". 

Lopreati, Rocco, Pvt. 1st CL, 6S9 Moulton Ave., Los Angeles Cal 

Leaf, Joseph, Corp., 2557 30th St., Sacramento, Cal. 

Lindsay, George R., Cook, 806 Crook St., LaGrande, Ore. 

Lahti. John V., Barber, 1402 N. 3rd St., Superior Wis 

Lenich, Donal P., Pvt., Greenville, Ohio. 

Lytle. Arthur T., Pvt., 8729 2nd Ave., N. W., Seattle, Wash 

Lloyd, Bearden W., Pvt., Paragould. Ark. 

Monthan, Herbert, Corp.. .is IS X. Whipple St., Chicago 111 

Michalak, Philip F., Pvt. 1st CL, 90 Lake St.. Dunkirk N Y 

Mchaffey. George C. Pvt., 7725 Kellev St., Pittsburg, Pa 

Martin, Bert F., Pvt., Corbin, Ky. 

McXett, Roswell C, Pvt., 731 Seneca St., Elmira, N Y 

Michael, Gideon H., Pvt., Jasonville, Ind 

Millner Claude S., Corp., 1315 W. Walnut St., Des Moines, T ow a 

Mills, ( harles R., Sgt., 643 S. 3rd St., Kansas Citv, Kans 

Munson. James C, Pvt., 406 X. Pittsburg St., Connelsville Pa 

Moran, William F., Corp., lone. Wash. 

Mann, John S.. Sgt., Sll Columbia St., Toliet, 111 

Mars, Gordon I., Pvt., 59 W. Sycamore St., Denton, Texas 

Miller, George A., Pvt, 4323 S. 17th St., Omaha, Neb. 

Monks, Thomas F„ Pvt., 16 Winton Road, Rochester N Y 

Morkel Harry F.. Pvt. 1st CL, 320 Main St.. Crest Line. Ohio. 

Mawdsley, Harry H., Mech., 1708 16th St., Superior Wis 

M.irx. John A . Pvt. 1st CL, Burnet, Texas 

McCrum, Walter E., Sgt., 217 6th Ave., Watervliet N Y 

McDonald. Walter B., Pvt., Ely, Nev. 

McDonald, Olen M., Pvt., 277 Clinton St.. Marion Ohio 

McHugh. Peter, Pvt., Hi Perrv St., Lowell, Mass 

Mossa, Nichola. Pvt. 1st CL. 582 Boise St., Portland. Ore 

McKenzie. Amos J., Pvt., Ft. Blaklev. Wash 

Martin, Charles S., Pvt., 1156 N. 9th St., Reading Pa 

McKeever, William D., Pvt. 1st CL, 201 N. Wilhite St., Cleburne Texas 

Murphy, Daniel P., Sgt., 723 Isabel! St., Newport, Kv 

Norcross, Irvin C, Sgt., Gen. Del., Lihertv. Wash. 

Noble, Richard H., Pvt., Route 6, Dallas. Texas. 

Nysteun, Ferdinand, Pvt. 1st. CL, Red Elm, S. Dak. 

Pluckner, Levi H., Pvt., Mohnton, Pa. 

Petentler, William, Pvt., Wier Citv, Kans. 

Peterson, George, Pvt., 315 2nd St., Albert Lee, Minn 

Pugh, Joseph P., Pvt. 1st CL, Purcell, Okla. 

Pearl. Lawrence C, Pvt. 1st CL, Clarson, Kv. 

Perino, Max J., Bugler, 515 Volcan St.. Iron Mt., Mich 

Palmer, James E.. Pvt., 802 17th St., Aitoona. Pa. 

Person, Verner, Pvt., Ingomar, Mont. 

Pierce, Walter W , Pvt , Box 201. Antlers. Okla. 

Przybylski, Theodore, Pvt. 1st CL, 403 Sidnev St., St. Louis. M» 

Peterson, John H. L.. Pvt., Lindsburg, Kans. 

Pawling, Paul J., Pvt., W. Milton, Pa. 

Roush, Everett M., Pvt. 1st CL, Cheshire. Ohio. 

Reese, Dutch H.. Pvt., 102 Haskell St., Dallas, Texas. 

Ruth, Claude E., Pvt., Sulphur Springs. Texas. 

Robertson. David J., Corp., 1532 "C" St., Lincoln, Neb 

Ruhl, Mark L., 160 Martin Ave.. Columbus, Ohio. 

Rutledge, Andrew V., Pvt.. 300 Johnson Ave.. Amarillo Texas 

Reaves, Henry H.. Cook, 412 N. 8th St.. Ft. Smith, Ark 

Rich, Steve N., Pvt.. 308 S. 3rd St., McAlester, Okla. 



(229) 



Rexford, Norman M., Pvt. 1st CI., Court House, Mankato, Minn. 

Ryan, Gerald T., Mech., 306 Hale St., Escanaba, Mich. 

Sampsell, Paul J., Pvt., 362 Norton St., Elmira, N. Y. 

Shannon, Ed. IV, Pvt.. 924 W. 10th St., Oklahoma City, I Ikla. 

Schmidt, William A., Corp., 945 Fremont St.. St. Paul, Minn. 

Schmidt, Jacob, Pvt., 1024 S. 2nd St.. Lincoln, Neb. 

Sack, Louis, Pvt. 1st CI., 43 Irving St., Jersey City, N. J. 

Spencer, Ruben E., Pvt., Redfield, S. Dak. 

Shambaugh, William J., Syt., 228 Oliver St., Toledo, Ohio. 

Sevncmier, George, Pvt., 1532 Diversey Parkway, Chicago, 111. 

Soilman, Fred, Pvt., Spcarville, Kans. 

Schope, Nicholas, Sgt. 1st CI., 3645 Portland Ave., Mmnneapolis, Minn. 

Shafler, Gordon L., Pvt., Ontario, Ore. 

S. ill. erg, Arthur F., Corp., Box 4S3, Chelsea, Okla. 

Straub Nicholas L., Pvt. 1st CI., 3026 Avenue "M." Galveston I < -.as. 

Streili. Ludwig W.. Pvt. 1st CI., 303 E. 154th St., New York City, N. Y. 

Swinev, William C, Sgt., Gilt Edge, Mont. 

Sheehan, Tohn G., Pvt., 212 S. 23rd St., Louisville, Ky. 

Schmelz, Frederick R., Pvt., 159 Randolph Ave., Jersey City, N. J. 

Sue.1, William W., Cook. Clifton Heights, Louisville. Ky. 

Sotwell, Tilus. Pvt., 416 S. Minlo St., Sioux Falls, S. Hal. 

Tuentssen, George, Pvt., 3212 Stevens Ave., Ogden, Utah. 

Treadwav, Louis N., Wagoner, St. Helens. Ky. 

Tavlor, Edward A., Pvt., 79 9th Ave., Beach Grove, Ind. 

Tillman, Awberrv, Wagoner, Red Rock, Okla. 

Tucker, Toseph R.. Pvt. 1st CI., Goodbye, Bluff. Okla. 

Topper. Tohn T.. Pvt. 1st CI., Narrows, Va. 

Tuck, William A., Pvt. 1st CI.. Oklahoma City, Okla. 

Tafc, John A., Pvt. 1st CI., 716 1st Ave., S. W., Great Fall-. M nil 

Taylor, Norris R., Pvt., 1001 E. Chester St.. Jackson, Tenn. 

Tiffanv, Stewart S., Pvt. 1st CI., Creur D'Alene, Idaho. 

Thomas. Tohn J., Pvt., 1430 President St., Brooklyn. X. i 

Thomas. Harry W., Pvt., 155 Main St., South Amboy, N. J. 

Voigt Max A . Wagoner, 3220 Montrey St., San Antonio, Texas. 

Vassalotti, Frank, Pvt. 1st CI., 2037 Coney Island Ave., Brooklyn, N. Y. 

Vance, Leo C, Corp., 903 9th Ave., Seattle, Wash. 

Van Hall, William G., Cobbler, 913 N. Locust St., Pittsburg, Kans. 

Vogelsang, George, Pvt., 1665 Woolsey St., Portland, Ore. 

Westman, Otto H., Pvt. 1st CI., 1040 Fulsom St., San Francisco. I al 

Whitford, John W., Pvt. 1st CI.. Hot Springs, S. Dak. 

Willis, John W., Pvt., 2910 State St., E. St. Louis, 111. 

Wilkins, Burley J., Pvt., Sapulpa, Okla. 

Williams, George R., Pvt., Tarkio, Mo. 

Williams, George S., Pvt. 1st CI , Route 2, Deerpark, Wash. 

Wade, Claude E., Cook. Akron. Ind. 

Wiedder, Henrv, Pvt 1st CI., 907 Margate Terrace, Chicago, 111. 

Woodside, Harrv H.. Pvt., 3205 E. 25th St., Kansas City, Kans. 

Yotz, Louis J., Pvt. 1st CI.. Shawnee, Kans. 

\ r oung, Harold W., Pvt. 1st CI., 1040 Windsor St., Reading, Pa 

Zimmerman, William, Pvt. 1st CI., 22 St. Paul Ave.. Newark. V J. 

Company I, 

Abersold, L., Pvt., Tulsa. Okla. 

Adkins, S. D., Pvt.. Anness, Kans. 

Alkire, O., Pvt. 1st CI., Presho, S. Dak. 

Ahlbtrom, W. R., Pvt., 3520 N. Ferdinan St., Tacoma, Wash. 

All. n. A. C, Pvt., Ravenna. Ky. 

Altheide, L., Pvt., 328 S. Arch St.. Hannibal, Mo. 

Alumbaugh, J., Pvt., White Oak, Okla. „„.,,. 

Anderson, C. W., Pvt.. State Highway Dept., 924 Gerdian St., St. Paul, Minn. 

Asmann, E. R., Pvt., Tampa, Kans. 

Argubright, T. P., Sgt., 235 S. 10th St., Kansas City. Kans. 

Baer, C. R., Corp., Aberdeen. S. Dak. 

Brunozzi, N., Pvt., 914 S. Main St., Elmira. N. Y. 

Barber, N. E., Mech., 513 Magnolia Ave.. Spokane, Wash. 

Bennett, E. I., Pvt. 1st CI., 48 S. Sugar St.. Chillicothe, Ohio. 

Boisson, H. W., Pvt., 32 Gillies Ave., No. Bergen, N. J. 

Bowden, M. R., Corp., General Delivery, Ellis, S. Dak. 

Brazelton, E., Pvt., 303 E. Monroe, Pittsburg, Kans. 

Briant, R. F., Pvt. 1st CI., 714 North Ave., Westeld, N. J. 

Bruno, M., Pvt. 1st CI., Edgemond, S. Dak. 

Brunozzi, N., Pvt.. 914 S. Main St., Elmira. N. Y. 

Bryant, C. R.. Pvt. 1st CI., Route No. 1, Bristow, Ky. 

Bryant, H., Pvt., Tateville, Ky. 

Brvson, C. R., Corp., Crowell, Texas. 

Buckner A A., Pvt. 1st CI., 733 S. Fountain St.. Cape Girardeau, Mo. 

Cacozza, J. M.. Pvt. 1st CI., 715 Olive St., Seattle, Wash. 

Carmichael, A. M., Wagoner, Box 75, Silsby, Texas. 

Chenault, J. W., Pvt. 1st CI.. 633 Kentucky St.. Dallas, Texas. 

Christel, j". A., Pvt. 1st CI., 3020 Rutger Ave., St. Louis, Mo. 

Claffey, W. J., Pvt., Norwood. N. Y". 

Clarke, Frank C, Corp., c /o Gvpsy Oil Co., Tulsa, Okla. 

Clark, J. W., Pvt., 1403 N. 18th St., Omaha, Neb. 

Clearv, M. J., Pvt., Proctor. Minn. 

Clifford. L. M., Pvt., R. F. D. No. 7, Sedalia, Mo. 

Coble, H., Pvt., Route Xo. 3, N. Manchester, Ind. 

Cochran, E. P.. Cook, 1808 Linwood Blvd., Oklahoma City, Okla. 

Collier, T. R., Pvt., 108 Main St., Akron, Ohio. 

Conner, W. T., Pvt., 210 State St., N. Hampton, Mass. 

Crowe, C. C, Pvt., 255 McMillen St., Portland, Ore. 

Cunningham, M. J., Pvt. 1st CI., Route No. 2, Chesterton, Ind 

Crouse, H. W., Pvt., 23 No. Washington, Rochester. N. Y. 

Curtis, N., Pvt., R. R. Y. M. C. A., Rotterdam Jet., N. Y. 

Daggett. F L., Pvt., Danforth, Me. 

Dahl, T. S., Pvt. 1st CI., Route No. 3, Box 74, Volga, S. Dak. 

Daley, R., Pvt., 440 Wood St., Piqua, Ohio. 

Davenport, E. A.. Pvt., So. Commerce St., Wills Point, Texas. 

Davis, T., Pvt., 910 S. 11th St., Paducah, Ky. 

Dearing, G. M., Sgt., 706 W. Washington, Princeton, Ky. 

Deatherage. H. O., Pvt. 1st CI., P. O. Box 237, Waverlv. 111. 

Delaney, W. C, Pvt. 1st CI., 828 LaSalle St., Collinsville. 111. 

Delmage, F., Pvt. 1st CI.. 384 So. Division St., Buffalo, N. Y. 

Demiro, V., Pvt., 512 Central Ave.. Nebraska City, Neb. 

Dennis. K. L., Pvt., 1302 6th St., Port Arthur, Texas. 

Dearwester, L. E., Pvt., 5200 Carthage Ave., St. Bernard. Ohio. 

DeVries, E. T., Pvt. 1st CI., 2027 Horton Ave., Grand Rapids, Mich. 

Dick. W. M.. Pvt.. 1701 Cleveland Ave.. Eas' St Louis. Til 

Diamrn, G. H.. Pvt., c /o Grand Trunk R. R., Saranac, Mich. 

Digrazia, Pvt., Wells. Nev. 

Dillen. C, Pvt., 898 Maple St., New Durham, N. Y. 

Doyle, S. A., Pvt., 38 Tones St., Dubuque, Iowa. 

Dwight, W. M., Pvt. 1st CI., Castalio, Ohio. 

Elder, F. A., Pvt., Albany, Mo. 

Endersbv, A. T-, Mechanic, DeSmet, S. Dak. 

England'. E., Pvt., Torie, Kv. 

Engstrom, C. J., Pvt. 1st CI., 712 12th St., Moline, III. 



Enquist, W., Pvt., 4831 E. Superior, Dnluth, Minn. 

Enqui, J., Pvt., 615 No. W r est St., Lima, Ohio. 

Ernst, J., Pvt. 1st CI., Seymour, Mo. 

Farrar, E. E., Cook, Route No. 1, Normange, Texas. 

Farrell, A. E., Pvt., 421 Camp St., Sandusky, Ohio. 

Farusworth, H. L., Wagoner, Route No. 4, Box 66, McKinnev, Texas. 

Ferry, C. J., Pvt., 1054 North 5th St., Irontown, Ohio. 

Finn, W. F., Pvt. 1st CI., 1412 Banklake St., Covington, Kv. 

Forsler, C. A., Pvt. 1st CI., 4519 Reiger Ave., Dallas, Texas. 

Foster, F. II., Pvt., 17 Liberty Road, Inglewood, N. J. 

Foster, J. H., Pvt.. Palmer, Texas. 

Foils, H. E., Pvt., Fassett St., Pa. Collier, Toledo, Ohio. 

Fowle, H E., Corp., Reading, Mass. 

Fox, A., Pvt., 50 Broad St., Binghamton, N. Y. 

Fox, H. W., Pvt., 1223 S. 22nd St., Fort Dodge, Iowa. 

Garrett, A., Corp., Commerce St., Teague, Texas. 

Gayle, J. C, Pvt., West Tulsa, Okla. 

Gentgen, R. N., Pvt., Rosetown, Minn. 

Gifford, E. R., Corp., Hitchins, Ky. 

Glover, L. P., Pvt., Crowell, Texas. 

Glynn, L. A., Pvt., St. Mary's. Kans. 

Goben, L. D., Pvt. 1st CI., 6026 S. 3rd St., St. Joseph, Mo. 

Corey. W. J., Pvt., 541 Vine St., Paris, Ky. 

Grissom, R. O., Sgt., Vandalia, 111. 

Hamilton, B. H., Pvt., 529 West Maple St., Columbus, Kans. 

Halverson, E. J., Pvt., 212 S. 8th St., DeKalb, 111. 

Hanifan, F. M., Pvt., 43 Liberty St.. Binghamton, X. Y. 

Hargens, C. Pvt., 3613 Penn. Ave., Indiana Harbor, Ind. 

Harrell, A. E., Pvt., 425 5th Ave., Watertown, S. Dak. 

Harris, L. R., Bugler, Cameron, Texas. 

Hart. L. G., Corp., 1549 W. Ormsby Ave., Louisville, Ky. 

Hassinger, E. E., Pvt., St. Paul, Minn. 

Heck, W. V., Cook, 84 1 S. 1st, Louisville, Ky. 

Henne, Carl, Corp., St. Mary's, Ohio. 

Hihler, W., Pvt., 741 Walker Ave., Paris, Kv. 

Hicks, C. S., Pvt., Box 227, Wabasha, Minn. 

Hill, H., Corp.. 314 "E" Ave., Evelph, Minn. 

Hobartsch, E. T., Pvt., R. F. D. No. 4, Box 77. Houston, Texas. 

Hoge, D. C, Pvt. 1st CI., 1523 Mulberry St.. Evansville, Ind. 

Hogan, W. J., Pvt., 2021 Myrtle St., Sioux City, Iowa. 

Howell, W. F., Pvt., Middleport, Ohio. 

Hunt, W. R., Pvt., 220 Maple Ave., Rodeville, N. Y'. 

Homan, F. L.. Pvt.. 143 Ouincv St., Brooklyn, N. Y. 

Hood, L. L., Pvt., Ulla Grove, 111. 

Horner, H. F., Pvt., Winter, S. Dak. 

Houlihan, G. J., Pvt., 612 E. South St., Litcheld, 111. 

Irving, R. E., Corp., 1106 Colas Ave., E. St. Louis, 111. 

Jacobs, J. A., Sgt. 1st CI., 1421 Brady Ave., E. St. Louis, 111. 

Jones, E. H., Pvt., Harleton, Texas. 

Jones, H. J., Pvt., 59 James St., Auburn, Me. 

Tones, H. N., Pvt., Lueders, Texas. 

Tohnson, A. C, Pvt. 1st CI.. 353 E. 3rd St., Sheriden, Wyo. 

Joyce, L. B., Pvt., 121 Seymour St., Buffalo, N. Y. 

Toiinson, M. A., Pvt. 1st CI., 536 E. Chillicothe Ave., Bellefontaine, Ohio. 

Kennison, G. E., Pvt. 1st CI., Colton. S. Dak. 

Key, C. W., Pvt., 118 W. Peach St., Bozeman, Mont. 

Keyes, W. A., Sgt., Roadhouse, 111. 

Khizek, H. B., Pvt. 1st CI., Havre, Mont. 

Koriles, T.. Pvt., 2\/ 2 Howard St., Spokane, Wash. 

Kowalski, F. J., Pvt., 1554 4th St., LaSalle, 111. 

Kuhns, J. V., Pvt. 1st CI., 718 Boyne Ave., Boyne City, Mich. 

Lacher, A. F., Pvt., 2238 W. Chestnut St., Louisville, Ky. 

Lindle, J. W., Pvt. 1st CI., 139 Griffin Ave., Somerset. Ky. 

Lolmaugh, W. J., Pvt. 1st CI., Route No. 4, Newton, Kans. 

Lordan, R. T., Pvt. 1st. CI., 1170 N. 4th St., Springfield, 111. 

Luttrell, J. R., Pvt., 4505 Lancaster Ave., Philadelphia, Pa. 

Lynch, H. O., Sgt., 118 Aldrich St., Rosindale, Mass. 

Lvnch, R. S., Pvt. 1st CI., E. 521 Montgomery Ave., Spokane, Wash. 

Martin, R. E., Pvt.. 3011 Vine St., Denver, Colo. 

McCarthy, W. F., Pvt., Hichhorn St., Revere, Mass. 

McIIone, C. A., Pvt., 1314 Main St., Dallas, Texas. 

McKaller, W. F„ Pvt. 1st CI., c /o Erdell Court. Moorehead, Minn. 

McKav, T. R., Pvt., 1519 N. Front St., Philadelphia, Pa. 

Mercer, R. W., Pvt. 1st CI., 1332 Broadwav St., Paducah, Ky. 
Meyers, F. M., Pvt. 1st CI., So. Dayton, N. Y. 

Michelson, J. S., Pvt., New Berrv, Mich. 

Miller, Thomas M., Pvt. 1st CI., 414 Madison St., Paducah, Ky. 

Monks, F. A., 1st Sgt., McCook, Neh. 

Morrison, W., Pvt., Green River, Wvo. 

Moore, T. O., Pvt., Neighbours. Cal. 

Moore, J., Pvt., Gen. Del., Portland, Ore. 

Morgan, M., Pvt. 1st CI., 1405 Eutaw PI., Baltimore. Md. 

Morgan, R. C, Pvt., Rosendale, N. Y. 

Moses, M. H., Pvt., 823 South Ave., Springfield, Mass. 

Moyer. W. T.. Pvt., 322 Tompkins St., Olean, N. Y. 

Murphv, E. M., Sgt., 1129 No. 6th St., Springfield, 111. 

Murphy, C, Pvt., 835 R. R. Ave., E. Los Vegas, N. Mex. 

Murray, J. H., Corp., Gen. Del., Huron, S. Dak. 

Neufeld, I. E., Pvt. 1st CI., Garden City, Kans. 

Neville, W., P. Corp., 35 Torrev St., Dorchester. Mass. 

O'Brien, W. F., Pvt. 1st CI., c /o H. Niebel, Y'ale, Okla. 

Olsen, O. A., Pvt. 1st CI., 215 Fifth Ave., Aberdeen, S. Dak. 

Baeth, E. F.. Pvt. 1st CI., James, S. Dak. 

Pavck, J. R., Pvt., c /o Great Northern Depot, Pisek, N. Dak. 

Pearce, H. B., Mess Sgt., 428H Broadway, Paducah, Ky. 

Pierce, E., Pvt., 9th and Pine Sts., St. Louis, Mo. 

Peterson, M. O., Pvt., Buffalo, S. Dak. 

Philliips. C. C, Sgt., 993 Washington Ave.. Houston, Texas. 

Pitheon, R. R., Pvt., 2901 Kineon St., X. E.. Minneapolis, Minn 

Pollard, O., Sgt., 525 Madison Ave.. Moberly, Mo. 

Priest. A., Wagoner, Windchester, 111. 

Put-cell, F. A., Pvt. 1st CI., 27 Elizabeth St., Paterson. N. J. 

Ouinlan. F. T., Pvt. 1st CI.. 1620 X. Smelter Ave., Pittsburg, Kans. 

Ratliff, V.. Pvt. 1st CI., Ashcamp. Kv. 

Reed, L. P.. Pvt., Belfnnt St.. Russell, Kv. 

Regan. T. M., Pvt., 49 Christopher St., New York, N. Y. 

Reid. J. E.. Pvt., 2218 S. Market, Sparta, III. 

Reudv, L. M.. Sgt., c /o W. T. Bert, Dodge Citv, Kans. 

Reidv. R. C, Pvt., 860 N. Sth St., Allentown, Pa. 

Render. T. O.. Pvt.. Grafton, 111. 

Rhodes, H., Cook, Rockway, N. J. 

Rice, A., Pvt. 1st CI., 2115 West Kentucky St., Louisville, Ky. 

Richards, B., Pvt. 1st CI., San Augustine. Texas. 

Richards, E. P., Pvt.. Blooming Grove, Texas. 

Riopel, F., Pvt., 99 Canterburv St., Worcester, Mass. 

Robertson, J. M.. Pvt., 598 E. 9th St.. Portland, Ore. 

Robertson, T. L., Pvt., Station "A," Somerset, Ky. 



(230) 



Rodebaugh, T. L., Pvt, 1st CI., R. F. I>. No. 7, Greensburg, Ta. 

Rodman, II. L., Pvt. 1st CI., Villa Grove, 111. 

Ross, D., Pvt., 2008 S. 1st St., Austin. Ti itas 

Satterlee, G. N., Sgt., 406'i N. 26tb St., Portland. Ore. 

Sawver, C. S., Pvt. 1st CI., U. P. Yaul Office, Cheyenne, Wyo. 

Savre, F. J., Pvt. 1st CI., Box 117, Florence, Ky. 

Schaus, C. L., Sgt., Route No. 1, Westwood, N. J. 

Schreiber, A. A., Pvt. 1st CI., Route No. 2, Osborne, Kans. 

Schumacher, E. E., Pvt., Grafton, N. Dak. 

Scott, F., Pvt. 1st CI., Linncreek, Mo. 

Shannon, J., Pvt., Crandall, S. Dak. 

Shea, W. J., Pvt., 121 Erie St., Oswego, X. V. 

Sherman, A. H., Corp., Campbell, Minn, 

Shiveley, E. D., Pvt. 1st CI., 200 Second St., Upper Sandusky, Ohio. 

Siblisk. J. M . Sgt, 335 W. Third St., Peru, Ind. 

Simpson, J. D., Sgt., Lubbock, Texas. 

Skirvin, A. S., Corp., Alamosa, Colo. 

Snodgrass, W. H., Sgt., 165 Batcher PI., Akron, Ohio. 

Slatterv, P. J., Pvt., 22 Massachusetts Ave. Easl Lvnn, Mass. 

Smith, E. E., Bugler, 25 W. 39th St., Bavonne, N. J. 

Smith, F. T., Pvt., 71.! Grand St., Winona, Minn. 

Snow, H. B., Pvt., Warm, Okla. 

Speer, H. O., Pvt., Taylorville, 111. 

Steinkuhler, H. T., Pvt., 1304 Enterprise St.. Springfield, 111. 

Stephan, A. G.. Corp.. 1012 N. Main St., Jefferson, Wis. 

Steele, G. C, Pvt., 1454 1st St., Renesselar, N. 1'. 

Stephney, L. J., Pvt., Altoona, Wis. 

Stevens, T. H., Pvt., 103S E. 5th Ave.. Mitchell, S. Dak. 

Steveley, I)., Pvt., 45 Oak- St., Genesco, X. Y. 

Stolp. O. C, Wagoner, 221 Second Ave South, Seattle, Wash. 

Stringfellow, W. E., Sgt. 1st CI., Patagonia, Ariz. 

Sullivan, G. J., Pvt., 107 W. 106th St., New York, X. Y. 

Taylor, C. C, Pvt. 1st CI., 115 Harrington Ave., Findlay, Ohio. 

Thombs, I. C, Corp., Box 85, Steep Fallls, Me. 

Tiernev, J. J., Pvt. 1st CI., Route No. 2, Wharton, N. J. 

Timmins, W. A., Wagoner, 120S Washington St., Hoboken, N. J. 

Treece, J. A., Pvt., 206 E. 4th Ave., Corsicana, Texas. 

Turner, J. A., Pvt., Gen. Del., Paducah. Ky. 

Ullman, P., Pvt., 1207 N. 10th St., Quincy, 111. 

Vaughn, W. M., P\ t . 2709 Dodge St., Omaha, Neb. 

Walsh, D. .!., Pvt., 2107 S. 12th St., St Joseph, Mo. 

Walters, J. J., Pvt. 1st CI., 335 E. Broadway, Louisvillle, Ky. 

Weddington, G. W., Pvt., Childrer.s, Texas. 

Weishuhn, P. I)., Pvt. 1st CI., LaGrange, Texas. 

Welch, T. B., Pvt. 1st CI., Reynolds Flat, Albert Lee, Minn. 

Wentworth, J Y., Pvt., 526 S. Avenue. Whitman, Mass. 

Wetzstein, C. E., Corp., South Street, Cattaragus. N. Y. 

White, T. W., Pvt., Wagner PI., Jefferson City, Mo. 

Wick, G. C, Pvt., 321 N. 6th St., Springfield, 111. 

Wild. H. F., Pvt. 1st CI., 727 S. Valley Si.. New Ulm, Minn. 

Williard, C R„ Pvt., 602 Harris St., Narmal, III 

Wilson, J. A., Corp., 329 E. 17th St.. Covington, Ky. 

Winston, S. N.. Pvt., Wingo, Ky. 

VVirtanen, V., Pvt., 4018 Russell Ave.. No., Minneapolis, Minn. 

Wittman. M., Pvt. 1st CI., c /o Elks Club, Pocatello. Idaho. 

Wright, E. T„ Pvt., Dresden, Kans. 

Wuetcher, H., Pvt., Main St.. New Albany, Ind. 

Young, G., Pvt., Clendenin, W. Va. 

Dav, A., Pvt., West Field Ave.. Springfield, N. T. 

Hevrr, F., Pvt. 1st CI., Emery, S. Dak. 

Paulk, J. N., Cook, Paducah, Ky. 

Company M 

Adams, Joe. Pvt., 2010 Riverside St., Miles City, Mont. 

■Anderson, Arthur A., Pvt., R. No. 2, Box No. 5. Deer Park, Wis. 

Arsenault, Thos. H., Pvt. 1st CI., 7 Grandfield St., Bedford, Mass. 

Asburv, Earl. Pvt. 1st CI.. 4 W. 19th St.. Covington, Ky 

Athey, Wm. J., Pvt. 1st CI.. Hillsboro, III. 

Backes, Arthur R., Pvt., Needles, Cal. 

Baker, Fred C, Pvt., 2720-27 St. Lincoln Ave.. Ogden Utah 

Baker, Dee L., Pvt., 718 W. Owing St., Denison. Ti 

Bailey, Thos. P., Pvt., R. R. No. 28, Centralia, III. 

Barber, Ernest M., Corp., St. Marys, Ohio. 

Barrv, Homer D., Pvt., R. R. No. 4, Marion, Ky. 

Bartlett, Clifford A.. Pvt. 1st CI., 1196 Gladys We., Beaumont. Texas. 

Baughman, Forrest H., Corp., P. O. Box 56.!. Platttsmouth, Neb. 

Beese, James S., Pvt., 325 E. Union St., Nanticnke, Pa. 

Beine, Herbert J., Pvt.. 746 Wisconsin Ave., N., Fond du Lac, Wis. 

Bell, Frank E., Pvt., 52 Livingston St., Covington, Ky. 

Bergeron, Ray J., Pvt., Havre, Mont. 

Berrv, Eugene, Pvt., Connellv Springs, N. C. 

Best, Lynn H., Pvt. 1st CI., Pearl River, La. 

Bloedorn, Arthur A., Pvt., 316 Superior St., Antigo, Wis 

Bortness, Clarence R., Pvt., 122 Sth St., Brookings, S. Dak. 

Bordelais, Harrv J.. Pvt., 510 Virginia St.. Sioux Citv. Iowa. 

Brazclton, Edward H., Pvt., 82S N. Illinois St., Bellevillle. 111. 

Brigman, Louis H., Pvt., Ronecke, Texas. 

Brown, John H., Corp., 6105 Central Blvd., W. Nashvillle, Tenn. 

Brown, Wm. I., Pvt., 12'J Smith St., Jersey City. N. J. 

Brown, Charles E., Pvt.. Ash St., Lawrenceville, 111. 

Brvan, Lalon L„ Pvt.. 1108 Broad St., Augusta, Ga. 

Bunch, Claude. Sgt., 521 N. 19th St., Mattoon, 111. 

Burnett, Sam Mavo, Pvt., 409 Austin St.. Houston, Texas 

Burt, Ernest L., Pvt., Gold Butte. Mont. 

Bussewitz, Herbert, Pvt.. 2228 S. Trumbull St., Chicago, 111 

Burt, Roscoe T., Pvt., Kiefer, Okla. 

Carnal, Basil W., Wagoner. 233 Ewing Ave., Evansville, Ind. 

Chacev, Samuel G., Pvt., Meriden. Kans. 

Chamberland, Arthur D., Cook. R. R. No. 1, Maple Lake, Minn 

Chambers, Cary W.. Pvt. 1st CI., Bovill, Idaho. 

Chapm,an, Doc J., Pvt., Richland Springs, Texas. 

Clayton, Wesley D., Pvt., Broomfield, Iowa. 

Cleary, Edward P., Pvt., 5 Randall Ave., Springfield, Mass. 

Cloonan, Joseph, Pvt., Box No. 20, Wakefield, Mass. 

Coar, Leo J., Pvt., S34 Church Lane, N. Bergen, N. J. 

Coats, William, Pvt., O'Neill, Neb. 

Cobbs, Harley A., Pvt., Hunterstown, Ind. 

Coleman, Harry D., Pvt., 2325 Park Ave., Alameda, Cal. 

Conklin, Chas. A., Pvt, Gladstone, N. T. 

Corcoran, Jas. E.. Pvt. 1st CI., 1226 Bouklick St.. Covington, Kv. 

Craycraft Stant. r~orp., 11 and 12 S. Central Ave., Asheville, Ky. 

Crum, Harrv E.. 1st Sgt., 818 Kentuckv St., Lawrence, Kans 

Cullison, Wm. R., Corp., R. R. No. 1, Wann, Okla. 

Danahy. William E., Pvt. 1st CI.. 101 Newberrv St.. Farmingham Mass 

Cunningham, P. J., Corp., 69 Baynes St.. Buffalo, N. Y. 

Darwin. Delbert D., Pvt., Whitesboro, Texas. 

Davies, Benj. D.. Pvt., 557 13th St., W. New York, N. J. 



Davis, Acie IX, Pvt., Bisiii.uk, Okla. 

Davis, Clifford, Pvt., Maldrum, Ky. 

Davis, Ethel, Pvt., Groveton, Kv. 

Davis, Lemuel G., Pvt. 1st CI., 833 E. Buchanan St., Portland, Ore. 

Davis, Sam E., Pvt., 169 Illinois St., Memphis, Tenn. 

Dew, Julius C, Sgt., 906 Sycamore St., Belleville, 111. 

Dittman, Emil E., Emery, S. Dak. 

Donovan, John J., Pvt., 1134 Greenup St., Covington, Ky. 

Doss, Alvin 1., Pvt., Linden, Texas. 

Driscoll, Joseph, Pvt. 1st CI., 220 E. 31st St., Flatbush, Brooklyn, X. Y. 

Drum, Clarence I., Corp., Crook, Mo. 

Duncan, Ray A., Pvt., Garfield, Kans. 

Dunham, Edward D.. Corp.. 60S Scott St.. Wichita Falls, Texas. 

Dunn, Winfield II., Pvt., 186 Seaview Ave, lersey Citv, N. J. 

Durken, James V., Pvt., 450 W. 20th St.. New York, N. Y. 

Dyer, Felix B., Pvt., Clinton, 111. 

Dysart, Leo T., Corp., Gordon, Kans. 

Eberding, Theodore, Pvt., 46S E. 31st St., Patterson, N. Y. 

Eblen, Robert D., Pvt., P. O. Box No. 142, Robards, Ky. 

Eggleson, Ollie K., Pvt., Cuss, Texas. 

Fabbri, Eugene, Pvt., End Harbor, Ind. 

Falconer, Wesley H., Pvt., 607 Allen Ave., E. Grand Forks, Minn. 

Fay, Patrick H., Pvt. 1st CI., 326 Bond St., E. St. L,,uis, 111. 

Ferguson, Largent L., Cook, Diboll, Texas. 

Field, Henry, Corp., 701 3. 4th St., Waco, Texas. 

Fore, Ernest, Pvt., Newberg, Mo. 

Foy, Obert E., Mess Sgr., R. R. No. 3. Wingo, Ky. 

Fredericksen, Harry A., Pvt., Tvler, Minn. 

Fries, Geo. W., Jr., Pvt., 5907 Girard Ave . Philadelphia, Pa. 

Fuller, Alfred A., Pvt., 426 W. 2nd St., Madison, S. Dak. 

Galloway, Lehi H., Sgt., Shelley, Idaho. 

Gardiner, Earle I., Corp., Appachine, X. Y. 

Gibson, David P.. Sgt. 1st CI., Box 206, Salem, Ore. 

Gill, Henry M., Pvt., Sturgis, Kv. 

Girardi, Matteo, Pvt., 5 Grace St., Worcester, Mass. 

Glasgow, John F., Corp., 1103 5th Ave., Worthington. Minn. 

Glenn, John S., Mech., Altemont Road, Covington, Ky. 

Glover, Charles C, Pvt., 65 Kenilworth Ave., Detroit, Mich. 

Graham, Tohn C, Pvt. 1st CI., R. F. D. No. 4, Concordia, Kans. 

Graneman. Fred W„ Sgt., 1121 </i Jackson St., Seattle, Wash. 

Greenwood, Wm. C, Sgt., Alanreed, Texas. 

Grigg, Harry J., Pvt., Greenville, III. 

Grubb, Warren C, Kanopolis, Kans. 

Hansen, Carl C, Pvt., 1757 Gibson Ave., Ogden, Utah. 

ll.ii denbrook, Leon F., Corp., 1042 N. Si. Louis Ave., Chicago, III. 

Hargis, Leroy G., Pvt., Rosamond, HI. 

Habslip, Victor H., Pvt., 611 Omar St., Houston, Texas. 

Hedden, William T., Pvt., Askin, Askin, Kv. 

Helmers, William F., Corp., 724 W. England St., Taylorvillle, III. 

Heslin, Joseph P., Pvt., Newcastle, Colo. 

Hibbard, Richard J., Pvt. 1st CI., 131" Mineola St.. Antigo, Wis 

Higgins. William A., Pvt.. 4 Crawford St., Haverhill, Mass. 

Hill. Lvle E., Corp., 651 S. Webster St., Tavlorville, 111. 

Hobbs, Stanley H., Pvt., Ellis, S. Dak. 

flochstrasser, R. L., Corp., 823 Front St., Jefh-rsonviile, Ind. 

Hoffman, Frank B., Wagoner, R. R. No. 1, Dola, Ohio. 

Hogie, Emil, Pvt., Goodwin. S. Dak. 

Huffman, Tig, Pvt., Curve, Kv. 

Hurst, Bert L., Pvt., Nowater, Okla. 

Johnson, Albert A.. Pvt. 1st CI.. 2610 W. Walnut St., Louisville, Kv. 

Johnson, Orland W., Sgt., P. O. Box No. 383, Arlington, Texas. 

Johnson, Tohn P., Pvt., Garretson, S. Dak. 

Johnson, Oscar E., Pvt., 3834 Westoort Arts., Kusedale, Kans. 

Johnston, Coy N., Pvt., 443 Ciay St., Detroit, Mich. 

Jones, James C, Sgt, 635 S. Malcolm St., Chanute, Kans. 

Jones, Kenneth L., Corp., 127 S. Elm St., Centralia, Ills. 

Jordan, Walter S., Pvt., 7 Fairmount St., E. Providence, R. I. 

Judge, Frank, Pvt., 32 Ryerson St., Paterson, N. T. 

Keating, Mark Dan, Pvt. 1st CI., Woodman, Wis. 

Keller, Harry M., Pvt. 1st CI., 10S Chambers St.. Trenton, N T 

Kelty, James T., Pvt., 28 Oxford St., Trenton, N. J. 

Kenney, William F., Pvt., 216 Madison St., Hoboken, N. I. 

Kern. John H., Pvt. 1st CI.. 4467 Hudson Blvd., Town of Union, N J 

Ketchum, Charles H., Pvt., Sparta, Wis. 

Kirchner, Edward W.. Pvt., 3217 Ave. "O," Galveston, Texas. 

Kissinger, Erwin G., Pvt., Florence, Colo. 

Kocppler, Paul E.. Corp., 103S Housman St., Green Bav, Wis 

Kolbe, Carl L, Pvt. 1st CI., 336 Dav St.. Ravenna. Ohio. 

Kranz, Otto E., Pvt., 2929 6th St., Minneapolis, Minn. 

Kreider, John C, Pvt., 325 15th St., Toledo, Ohio. 

Kuhn, Otto C, Wagoner, Star City, Ind. 

La Brash, Herman N., Pvt. 1st CI., R. R. 1, New Richmond, Wis 

Larson, Otto L., Pvt., R. R. 4, Box 61, Grand Rapids, Wis. 

Lawson, James C, Pvt., 1533 Garland Ave., Louisville, Kv. 

Lewis, Oscar S., Sgt., Denver, Colo. 

Logan, Earl E., Cook, Sheridan, Wyo. 

Lovd, Jim, Pvt., Tar River, Okla. 

Lynn. John C, Pvt. 1st CI.. Hooks, Texas. 

Malmquist, Carl H., Pvt., Academy, Academy, S Dak 

M ilon, y, William, Pvt. 1st CI., St. Bernice, Ind. 

Mare. George L., Pvt., Sparks, Nev. 

McAnanay. Pat A.. Pvt. 1st CI., 1131 Main St., Denison Texas 

McCluskey, Harold J., Pvt., 977 Payne St., St. Paul, Minn. 

McCormack, Thomas A., Pvt.. S9 Hancock Ave., Tersey Citv N J 
McDaniel, Rilev E., Pvt.. Trinble, Ohio. 

McGuire, James, Pvt. 1st CI., 71 W. 7th St., Peru. Ind 

Mclnnis, Floyd M.. Pvt. 1st CI., 1314 Dallas Ave., Houston, Texas. 

McKay, Jesse G., Wagoner, Auburn, Ky. 

McMenimen, Joseph L., Pvt.. 63 Bristol Road, W., Somerville Mass 

Melov, Allen H., Pvt., 259 Vine St., Clinton, Ind. 

Merz, John B., Sgt., 117 W. McMakin St., Salem, III. 

Miller, John W., Cook, Plainview, Texas. 

Mitchell, Joe, Pvt. 1st CI., Greenville, Ky. 

Morgan, Fred W., Centralia, III. 

Morrow, Ross R., Pvt., 124 W. Scribner Ave., Dubois, Pa. 

Mowrey, McKinley, Pvt., 2341 E. 9th St., Portsmouth. Ohio 

Moxley, Wm. M., Pvt. 1st CI., 1510 S. 20th St., Kansas City, Kans. 

Muench, Martin F., Pvt. 1st CI., 114 Victoria St., San Antonio Te-;as 

Musikowski, James S., Pvt. 1st CI., 32 E. 25th St., Bavonne X I 

Myers, Fay C, Pvt. 1st CI., 522 W. 2nd St., Seymour, Ind. 

Nagle, Leroy E., Pvt., 736 Pennsylvania Ave., Elmira X Y 

Neal, Charles A., Pvt. 1st CI., 213^ Phillipi Ave.. Sioux Falls S Dak- 
Nolan, Harry E., Pvt., 809 Newark Ave., Jersey City, N. J. 

Norbeck, Elmer J. S., Pvt., 1419 Sheridan Ave., N.. Minneapolis Minn 

O'Bovle, Daniel L, Pvt. 1st CI., 624 N. Main St.. Lima, Ohio 

O'Brien, Frank L. Pvt.. 3322 Wilson PI., Toledo, Ohio. 

O'Brien, William P., Pvt., Muskogee, Okla. 

O'Connor, James H., Pvt., Vandalia, 111. 



(231) 



Okun, Herman, Pvt., 8 Quitman St., Newark, N. J. 

Oncken, Walter, Pvt, 1st CI., Weimar, Texas. 

Osborn, George W., Pvt., Cheyenne, Wvo. 

Otis, Harold R., Pvt. 1st CI., 304 Park Ave., E„ Wtllman, Minn 

Otto, William J., Pvt., 1309 E. Edwards St., Springfield, 111. 

Owens, Samuel F., Pvt., 817M Osage Ave., Kansas City, Kans. 

Paesbrugge, Cyriel, Pvt. 1st CI., 1617 S. Tavlor St., South Bend, Ind. 

Painter, Carl I... Pvt., 2811 S. 3rd St., Stanford, Ky. 

Parker, Frank F., Pvt., 511 S. "J" St., Tacoma, Wash. 

Parncll, Andy G., Pvt. 1st CI., 209 La Branch St., Houston, Texas. 

Patterson, C. D., Pvt., 3 Berkens Court, Springfield, Vt. 

Phelps, Ruben D., Pvt. 1st CI., 231 Beatty St., Danville, Ky. 

Pickens, AI, Pvt.. Blackford, Ky. 

Pilot, Anton .1., Pvt., 714 N. Prairie St., Miles City, Mont. 

Post, Ervin, Pvt. 1-st CI., Box 54, Port Morris, N. J. 

Powell. Edmund E., Pvt., Plainview, Texas. 

Proctor, lh., mas H., Pvt. 1st CI., 216 11th St., Bowling Green, Ky. 

Remington, Walter T., Pvt. 1st CI., 442 Broad St., Providence, R I 

Riddle, Will, Pvt., Blue Ridge, Texas. 

Roberts, Charles P., Pvt., SOS Pike St., Seattle, Wash. 

Rock, Edward, Pvt., 230 Meridian St., Portage, Ohio. 

Rockett, L. L., Pvt., 617 Converse Ave., E. St. Louis, III. 

Rodgcrs, John S., Pvt. 1st CI., Heston, Kans. 

Rogers, Wm. M., Cook, 833 Clark St., Paducah, Ky. 

Romaine, Leroy T., Pvt., Chelsea, N. Y. 

Rose, Benjamin, Pvt., 317 22nd Ave., Seattle, Wash. 

Rouse, Lonnie, Sgt., R. F. D. Xo. 1, Paducah, Ky. 

Ryan, George W., Pvt., Liberal, Kans. 

Sartoris. Ned S., Pvt., 2,826 Dawson St., Dallas, Texas. 

Schill, Clement A., Pvt. 1st CI., Crestline, Ohio. 

Schreck, Henry E., Pvt., 1911 Eastern Ave., Covington, Ky. 

Schwibbe, Charles H., Pvt., Edwardsport, Ind. 

Seiler, Eugene F., Pvt., 195 Landon St., Buffalo, N. Y. 

Sestrich, Jake, Pvt., Kansas City, Kans. 

Sherman, Guy H., Corp., Box 254, Sandoval, 111. 

Siders, Thomas, Pvt., Villa Grove, 111. 

Siddons, Nelson J., Pvt. 1st CI., 3217 Colonial Ave., Dallas, Texas. 

Simonds, Charters T., Corp., 29 Spring St., Norwood, N. Y 

Singleton, John A., Pvt. 1st CI., 42S Cedar St., Fond du Lac, Wis. 

Skinner, Louis O., Pvt., 619 Oglethorpe St., Macon, Ga. 

Slamar, Joseph, Pvt. 1st CI., 2421 Greenshaw St., Chicago, III. 

Sloan, John L., Pvt., 1217 Lewellen St., Wichita, Kans. 

Smith, Charles, Thames, III. 

Steruquist, Henry E., Pvt., 1799 Thomas St., St. Paul, Minn. 

Streiber, Victor H., Pvt., R. F. D. No. 1, Box 2-G, Maple Plain, Minn 
Sullivan, Hallie T., Pvt.. 1 11 E. Tefferson St., Louisvillle, Ky 
Sullivan, John, Pvt. 1st CI., 1048 Mississippi St., St. Paul, Minn 
Sutton, Wm., Bugler 1st CI., Yorktown. Ind. 
Taylor, Hilton C. Pvt., 1606 S. 5th St., Springfield. III. 
Thomas, Charles, Pvt. 1st CI., New Hartford, Iowa. 
Thompson, Robert J., Pvt. 1st CI., New Bethlehem, Pa. 
Tierney. Benard T., Pvt. 1st CI., Livingston, Mont. 
Tobin, Frank P., Pvt. 1st CI., 3420 Eads Ave.. St. Louis, Mo 
Voth, Alfred J., Pvt., Prairie du Chien, Crawford, Wis. 
Wade, Joe E., Pvt., Dupo, Iowa. 
Wallace. John W.. Pvt., Coloma, Mich. 

Wallace, Raymond L., Pvt. 1st CI.. 4031 Eastern Ave., Cincinnati, Ohio 
Watkins, Lloyd A., Pvt. 1st CI., Box 94. Berkeley, Cal. 
Way, Robert R., Pvt. 1st CI., 506 N. Roam Ave.', Webb City, Mo 
AVeiss, Bert E., Pvt., 1133 S. Franklin St., South Bend, Ind. 
Wheeler, Frank L., Pvt. 1st CI., Drumright, Okla. 

Whitmore, Joseph H., Pvt. 1st CI., 1337 Coliseum St., New Orleans, La 
Wilcox, Fred, Sgt., 529 Monroe St., Napoleon, Ohio. 
Wilkp„ Zona E., Pvt. 1st CI., 306 E. 6th Ave., Mitchell, S. Dak. 
Williams, James L., Pvt. 1st CI., Andis, Ohio. 
Zachary, Leslie, Pvt., Canelville. Ky. 
Zerbe, John A., Pvt., 1613 Central Ave., Cheyenne, Wyo. 

Company N 

Acker, Edgar G., Pvt., 65 Cary St., Orange, N. J. 

Adler, Carl, Corp., 78 Harlem St., Worcester, Mass. 

Adams, Herbert E., Pvt., Dresden, Ohio. 

Adelman, Lawrence S., Pvt. 1st CI., R. F. D. No. 5, Butler, Pa. 

Allen, Blair W-, Pvt., Gen. Del., Martinsburg, Iowa. 

Alltcn, Clarence, Pvt., Strasburg, Ohio. 

Allochis, Bernard P., Pvt. 1st CI., 2 Railroad Ave., Pt. Richmond. Cal. 

Anderson, George P., Corp., 263 West First South St., Salt Lake City, LTtah. 

Anderson, James R., Corp., 2423 Stewart St., Omaha, Neb. 

Angle, Lawrence R., Pvt. 1st CI., 202 Washington Ave., Newark, N. J. 

Armitage, Lawrence H., Pvt., R. F. D. 5, Milford, Conn. 

Armour, Cloud V., Pvt., 982 Baldwin Ave., Detroit, Mich. 

Arnts, Fred D., Pvt., 484 26th St., Niagara Falls, N. Y. 

Ash, Thomas J., Pvt., 743 Collinsville Ave., East St. Louis, 111. 

Barker, John O., Pvt., 155 Alley St., Lynn, Mass. 

Basham, Charles H., Sgt., 1310 Leland Ave., Houston, Texas. 

Barry, William E., Sgt., P. O. Warren, Mass. 

Bavles, Charles, Tr., Pvt., 17J/2 Chamber St., Princeton, N. J. 

Birney, Francis A., Pvt., R. D. No. 3, Elkton, Md. 

Bloomer, Lancelot, Pvt., Science, Ky. 

Bode, Adrian R., Pvt., 722 Monroe St., Martins Ferry, Ohio. 

Bowers, Frank B., Pvt. 1st CI., Huntington, Mass. 

Brean, Abraham, Pvt., 398 Thompkins Ave.. Brooklyn, N. Y. 

Breitenbach, George, Corp., 518 Bauerlein St., Milvale, Pa. 

Brien, Alfred V., Pvt., Riverview, Clinton, Co., N. Y. 

Buckley, Robert, Corp., 267 West 113th St., New York, N. Y. 

Burke, Eugene S., Sgt., 129 Grant Ave., Milvale, Pa. 

Burroughs, Tohn, Pvt. 1st CI.. 2012 Monen Ave., Lafavette ,Ind. 

Campbell, Rexford E., Pvt., 25 Richmond St., Carbondale, Pa. 

Carrr.ody. Jerome, Pvt., 3022 Hamberger St., Philadelphia, Pa. 

Carnes, John, Pvt., Garntown, Ky. 

Carroll, Eugene J., Pvt., No. 3 Flats, Marguerite Apts., Main and Norwood 

Ave., Norwood, < >iiii>. 
Carroll, Frank, Pvt., Milltown, Ind. 
Cavir.la, Alfred, Pvt., 70 Baxter St., New York, N. Y. 
Cervenka, Charles, Sgt., 222 Miller Ave., Akron, Ohio 
Chase, Roy W , Pvt., 1200 West Merrill St., Beloit. Wis. 
Charles, Edward, Jr., Pvt., McDonald Gen. Del., Girard, Ohio 
Childers, Paul E., Pvt., 620 Ester St., Tavlorvillle, 111. 
Ciolino, Charles. Pvt. 1st CI., 84 Harrison Ave, Garfield, N. J. 
Cobb. Thomas B., Pvt., 1516 Ohio Ave., St. Louis, Mo. 
Conley, Herbert 0., Cook, 1910 Sherman Ave., Indianapolis, Ind. 
Cook, Edgar O., Pvt., Grandvillle, Ohio. 

Costello, Mark F., Pvt., 2424 North Broad St., Philadelphia, Pa. 
Cunningham, Samuel D., Pvt.. R. F. D. No. 3, Stoops Ferry, Cereapolis, Pa. 
Cunningham, Wm., Pvt., 592 Logan St., Brooklyn, N. Y. 
Dacev, Thomas C. Pvt., 2704 North Fairhill St.", Philadelphia, Pa 
Dalrymple, Hugh, Pvt., R. F. D. 2, Crooksville, Ohio. 



Davis, M. C, Pvt., 7714 Tiago St., Bruschton, Pittsburgh, Pa 

Davis, John T., Pvt., New Salem, Pa. 

Davis, William B., Pvt., R. F. D. 4, Johnston, Ohio. 

De Franco, Philip, Corp., Johnstown, Pa. 

Dollen, Chester A., Cook, Prospect Ave., Des Plaines, 111. 

Di Agostino, Antonio, Pvt., 181 Swan St., Buffalo, N. Y. 

Dick, Earl L., Pvt., 143 North Center St., Grove City, Pa. 

Dickinson, Thomas, Pvt. 1st CI., R. F. D. 3, Newton Square, Pa. 

Domagalski, Frank S., Pvt., 2417 Southwestern Ave., Chicago, 111. 

Donisi, Fred, Pvt., 1119 E. 3rd St., Dayton, Ohio. 

Doran, Grover C, Pvt., Fargo, N. Dak. 

Dotsch, John A., Sgt., 183 7th St., Milwaukee, Wis. 

Duff, Benjamin G„ Cook, 53 Bay St., Manchester, N. H. 

Duff, Charles H., Pvt., 1st CI., R. F. D. No. 2, Bell Air, Md. 

Eden, Eardley W., Pvt., 122 Church St., Georgetown, Grand Cayman, B. W. I. 

Eisner, Lee, Pvt., Bridgewater, Lunenburg, Nova Scotia. 

Elliott, Buck, Pvt., Chillicothe, Texas. 

Enyeart, Omor O., Pvt., 35 West Blvd., Peru, Ind. 

Erwm, Leonard. Pvt. 1st CI., 603 Cherv Ave., Canton, Ohio. 

Fagan, George A., Pvt., 212 Mercer St., Butler, Pa. 

Feil, John, Pvt., Downyvillle, Pa. 

Felmy, William, Pvt., Jersey Shore, Pa. 

Ferguson, Robert J., Sgt., North McAlester, Okla. 

Ferrario, Angelo, Pvt., 943 Acker Ave., Scranton, Pa. 

Fibich, Robert A., Pvt., R. F. D. No. 2, Renfraw, Pa. 

Fichera, Gaspere, Pvt., 813 Union Ave., McKeesport, Pa. 

Flanagan, George J., Pvt., 398 Clinton Ave., Albany, N. V. 

Foley, John W\, Pvt., 903 5th Ave., Dodge Citv, Kans 

Foote, George F., Pvt. 1st CI., 35 Kendell Ave., Tarrvtown, N. Y. 

Fotopuoles, Gust F., Pvt., 278 McComb St., Detroit, Mich, 

Frangoni, Antonio, Corp., 156 Bessemer Ave., Lyndaro, Pa 
Franz. Warren E., Pvt., Hazzard St., Summit Hill, Pa. 

Fraser, Richard J., Pvt., 1531 Rorer Ave., Roanoke, Ya 

Frazer. Clair C, Bugler, 540' Columbia St., Portland, Ore. 

Fuller, Mellville W., Corp., John A. Roebling's Sons Co., Los Angeles Cal 

Gaiefsky, Walter H., Pvt. 1st CI., 476 Rademacher Ave., Detroit Mich' 

Gauld, Andrew C, Pvt., 101 Sherman St., Newark N T 

Gerheart, Wm. R., Pvt., R. F. D. 4, Lindsay, Cal. 

Gill, Joseph. Pvt., Lassen Co., Lassen, Cal. 

Gleason, Matthew G., Pvt., 1625 Towere Ave., Superior, Wis. 

Goehring, William A., Pvt., Zelienople, Pa. 

Gombert. David W. E., Pvt., 458 Payne Ave., No. Tonwanda, N Y 

Graves, Theo. F., Pvt., 6532 Cottage Grd. Ave., Chicago, 111 

Giram, Luther O., Pvt., Trego, Md. 

Habtrman, George F., Pvt., 213 14th St., Sharpsburg, Pa 

Haggerty, Daniel F., Pvt., 63 West St., Chicopee, Mass 

Hall, Charles B„ Pvt., 2103 Culbertson Ave., New Albany, Ind. 

Hanichak, Joe, Pvt., 338 West Elm St., Kent, Ohio. 

Harland, Louis A., Pvt., Wayne, N. J. 

Harr, Harrris G., Pvt., Glenshaw, Pa. 

Harrison, Frank, Pvt., 1613 Leer St., So. Bend, Ind. 

Hassel, Sanford, Pvt., Nashville, Tenn. 

Hattendorf, Carl E., Pvt., 709 Madison St., Ft. Wavne, Ind 

Harris, Troy G., Pvt., 407 North Park St., Mt. Vernon, Ohio 

Hazen, William B., Pvt., R. F. D. 43, Greenville, Pa. 

Hazzlett, James R., Pvt., 1235 Indiana Ave., Monaca, Pa. 

Hemke, William, Pvt., 21 Prospect St., Etna, Pa. 

Hexom, Joseph, Pvt., R. D. 3, Madison, S. Dak. 

Heusser, Ernest, Pvt., Perrvhill Road, Shelton, Conn. 

Highland, John W., Pvt., 905 North Seminary St., Galesburg, 111. 

Hmz, Burno C, Pvt., 751 Parkview PI., Milwaukee Wis 

Holegate, John F., Pvt., 2555 Ash St., Astoria, Ore. 

Householder, Lanti R., Pvt. 

Herron, William J., Corp., 207 Stanton Ave., Milvale, Pa. 

Hosier, Edward R., Cook, East Jordan, Mich. 

Heubert, Charles A., Pvt., 517 E. Fulton St., Lancaster Pa 

Huey, Carl A., Pvt., Norman, Okla. 

Hull, George F., Pvt., Supt Burlington R. R., Casper, Wyo 

Jenny, Herbert D., Corp., 14 Fairview Ave., Westview, Pa. 

Jessop, Henry A., Sgt., 680 Lathrop Ave., Detroit Mich 

Jayne, Earl D., Pvt., 1116 Highland St., Columbus, Ohio 

Johnson, Ephriam, Pvt., R. F. D. 1, Gloucester, Ohio. 

Johnson, Evan D., Pvt., Salem, III. 

Johnson, Harvey W., Pvt., 4128 Potomac Ave., Chicago, 111 

Johnstone, Robert W.. Pvt., 14 Cameron St., Dorchester, Mass 

Jones, Dennis, Pvt., Gulnara, Colo. 

Joyce, Paul B , Pvt., 1571 N. 4th St., Columbus, Ohio. 

Kane, Bernard M., Corp., 607 Wilcox St., Joliet, 111 

Keene, Alexander L., Pvt., R. F. D. 2, Chesterton, Ind 

Kuecha, Norman F., Pvt., 34 Cross St., Westfield, Mass 

Kennedy, John T., Pvt., 379 Thomas St., Phillipsburg, N. J 

King, Cecil F., 1st Sgt., 31 Whitewood Ave., Detroit, Mich 

Kmtzler, Elmer L., Pvt., 214 Ruggles St., Fond du Lac, Wis 

Klein, Elden W., Pvt., 456 E, 7th St., Chillicothe, Ohio. 

Knight. Roland P., Pvt., Adelaide St., Carthage, N. Y. 

Koelsch, George A., Pvt. 1st CI., R. F. D. No. 1, Erwin, Pa. 

Kraus. Wendelin A., Pvt., 47 Wilson St., Etna, Pa 

Krez, Frank P., Corp., 4274 Hartford St., St. Louis, Mo. 

Krogstad, Carl F., Corp., 4254 Lindenhill Blvd., Minneapolis, Minn. 

Kruger, Oran H., Pvt., New Buffalo, Mich. 

Lacey, Walter P., Pvt., 3106 Sacramento St., Pittsburgh, Pa. 

Lachapelle, Edward J., Pvt., 710 Monongahela Ave., Glassport, Pa 

Lambert. Jasper M., Corp., 6924 South Paulina St., Chicago, III. 

La Rose, Roy M., Corp., 944 Lakevie* Ave., Lowell, Mass. 

Latta, Charles F„ Pvt., 355 Grace St., Pittsburg, Pa. 

Leasure, Dewey C, Pvt., 500 Bartlette St., Logansport, Ind. 

Liebler, Clarence, Pvt., 150 Morton Ave., Butler, Pa 

Liebetti, Guido, Pvt., 2115 Watkins St., Philadelphia,' Pa. 

Lindkolm, Oliver F., Pvt. 1st CI., 207 Chandler St., Jamestown, N. Y 

Locke, Theron W., Pvt. 1st CI., Box 317, Braidwood, 111. 

Logue, Frank W., Pvt., Kellysburg, Pa. 

Long, Archie M., Pvt., Main St., Wall, Pa. 

Lopez, Arthur, Pvt., 951 W. 21st St., Erie, Pa. 

Louisa, Fidel, Pvt., Silverton, Colo. 

Lutz, Floyd I., Pvt., Evans Citv, Pa. 

Lynch, Frederick C, Pvt., 117 W. 7th St., Peru, Ind. 

Lynch, Lawrence, Pvt., 181 Parkway, Covington, Ky. 

Lynch, William F., Sgt., 39 Ivv Road, Wilmington, Del 

Lynch, Michael J., Pvt., 21 Thaddeus St., Chicopee Falls Mass 

Maier, Carl W., Pvt. 1st CI., 16 Crittenden St., Newark, N. J.' 

Mamlaville, Vance I., Pvt., Corrv, Pa. 

Markoff, Graff, Pvt., Ill Parade' St., Erie, Pa. 

Marshall, Ira D., Pvt., 705 '/, Richland Court, Akron, Ohio. 

Mathews, Ralph L., Pvt., Collinsville, 111. 

May, Joseph J., Pvt., 2112 Prospect Ave., Scranton, Pa. 

McCandless, Ross C, Pvt. 1st CI., 523 New Castle St., Butler, Pa. 

McCreery, George H., Pvt., 3413 Brandywine, Philadelphia, Pa. 



(232) 



sazzi, 113 Lincoln Ave., 



McGrath, Timothy L, Pvt 1st CI 4^^ M w«u„i.«. c t i- ,- T , 

McGreevy, Joseph Pvt., 49 nth Av^ NewaTk C °N f ' Im, ' anap0,,S ' Ind ' 

Mckeever, Harry \V., Pvt., Butler, NT 

McLeod, William M., Pvt., 2128 W. 27th Ave., Denver, Colo 

Meighen, Elmer, Pvt., Senecavillle, Ohio 

SE^fifpv?^- - F"° --Vj-vrOe^-Mieh. 
ivricneison, John, Pvt., Waseca, Minn 

M.dgley, Robert, Pvt. 1st CI., 63 Kearnev Ave., Tersev City N T 

Mikolojewski, Jos. E„ Pvt., SO Ocelot St., Dunkirk N I " 

M ley Edward U, Pvt., 2325 W. 3rd Ave., Duluth Minn. 

M',nor; f^H.^Z'k D 6" , B E U " I C e 1 r d pa d "^ ^ ^'^ ^ 

Moore, Arthur L Pvt., R. F. D. 3. 'chicora, Pa. 

* ff V T ,°, ' S i, Pvt - P - O. 121, Tuxedo Park, N. Y. 

NefL «T\: F r?W 15 Hen[ie ™» St, Locke Haven, Pa. 

Nelson, Ralph C Pvt, 1002 North Oakes, Tacoma, Wash 

Nchelson Edward Pvt., 5131 Collom Ave., Chicago ill 

O'C.T',, "A 11 ""' ',• ' °/ P '- 4 -" Bos,on St - West Lynn, Mass. 

Parts Snl"? m r D -, S fV; I" Wabasha St.. St. Paul, Minn 

Pe.rVi p ^ t J -m°°V 11 Pros P ect Ave., Elma, Mich. 

Petrick, Paul J., Mess Sgt, R. F. D., Barna, 111 

Pete, son Walter, Pvt. 1st CI., Gatzke. Minn. 

Pfleger, Erny Pvt, 2810 W. 2nd St., Duluth, Minn. 

P.errel, Joseph J. Pvt.. 442 E. Jefferson St., Butler, Pa. 

Pilgrim, Tony C, Pvt., 414 May Ave., Burlington, la 

Plummer Tames H., 33S Lindsey St.. New Port, Conn 

Potr-.e. Albert P., Pvt.. Champlain, N. Y 

Radikopf, Frederick, Pvt, 4027 N. St. Louis Ave., Chicago. Ill 

Radican, Charles F., Pvt, 1025 So. Main St., So! Bend Ind 

Keburn, James P., Pvt, Nottingham, Pa 

Renshaw, Edward W., Pvt., 607 Virginia, Butler Pa 

Renwick Alexander J., Pvt. 1st CI., 15 Webster St.,' Fredonia N Y 

Rheam John L„ Pvt., 644 North Ave., Milvale Pa 

Richard, Peter Pvt. 1917 Cass St., Omaha, Neb 

R!cbr d Crde\ d :¥^?Zetno p 1 , 6 e 20 pr eSt ***** A "" Ph «^elphia, Pa. 
Richter, Lloyd W., Pvt, 202 Bird Ave., Buffalo N Y 
Roberts, Gilbert, Pvt. 1st CI R. D. 5, Fredericktown, Ohio. 
Roberts Roy L Pvt 1st CI.. 211 W. Main St.. Owensboro, Kv 

»™^wi b r rt p " P ^-Vl 726 So - Union St - Kokom °. Ind. 
Rose, Nelson C, Pvt, 22 Cherry St.. Dumere, Pa 

Rose Charles E., Pvt. 431 8th Ave., Salt Lake City, Utah. 

Rowland, W illiam, Pvt, Chesterhill, Ohio 

Sabbatmi, Alfredo, Pvt 1st CI., 184 Union St., Snringfield, Mass 

Schneyer, William, Pvt, 206 E. 41st, New York N Y 

Scott, Arthur L Pvt.. 4408 No. Racine Ave.. Chicago 111 

Seder, Walter, Pvt, 2234 Berwin Ave., Chicago. Ill 

Smith, Leo F., Pvt. 1st CI., 121 4th Ave.. Butler, Pa' 

Smallman, Benjamin, Pvt., 708 114th St., Chicago 111 

Snyder, Clarence J., Pvt. 100 Lvon Ave., Butler' Pa 

Snyder. Floyd L., Pvt., 201 Garfield Ave., Butler' Pa' 

Snyder, John TJ., Sgt 721 West Philadelphia, St., York, Pa. 

Spieer, Cecil E., Bugler, Tefferson, Pa 

Spinettl Giovanni, Pvt. 1st CI., c /o Caterino Bass 

Butler, Pa. 

Spohn. Sylvester. Pvt.. 219 McClain Ave., Butler Pa 

Sprouse, Emmet C. Pvt. 416 Wisconsin Ave., Wellston. Ohio 

Samberger, Fred Pvt. 17 Oakley Ave., Westview, Pittsburg, Pa. 

S ephan, Frederick A., Corp.. 820 2nd Ave., South. Minneapolis. Minn 

Stewart. Frank K Pvt, 137 Atlantic Ave.. Atlantic City, N T 

Sundin, Carl A., Pvt, 1100 Hill, Elgin 111 

Tharp, Harry S., Pvt., 1803 Culhcrtson Ave.. New Albany, Ind. 

Thomas, John E., Pvt., 6th Ave., Elizabeth Pa 

Thompson Harvey E., Pvt, R. R. No. 3, 'Newton. Kans. 

Trabue, Alfred C, Pvt., Camp Chase, Ohio 

Trudo, Vein, Pvt 1st CI., 706 Lakeview Ave.. Detroit, Mich. 

Violet. Sabinas, Pvt, Flora, Ohio 

Vollmer, Clarence H., Pvt, 659 E. 3rd Ave., Columbus, Ohio. 

Wagner, Peter O Pvt, Beverley Ave.. West Etna. Pa. 

Walker, Robert H., Pvt. 1st CI., New Marshfield. Ohio 

Warner, Roy C. Sgt 208 Westfield Ave., Ansonia, Co,,,. 

Wa son, George T„ Corp. 441 South Monroe Ave.. Columbus, Ohio 

W atson. John. Pvt, 237 Atlantic St, Elizabeth, N T 

,,- e , r^rF" 1 ' 1 ^" £ vt -' 30S 3rd Ave - Mansfield, Ohio".' 
Webb, Duey F., Pvt., Tecumseh, Neb 

Weatherby, Franklin, Pvt. 100 Bervl Terrace, Portland, Ore 
Weldon, Joseph J., Pvt, 9! Pacific St., Brooklvn. N Y 
Wilson, Henry B., Pvt., Y. M. C. A.. Oakland, Cal. 
Wlfhrow, Harold H., Pvt, R. F. D. No. 1, Siever Ore 
Wohlfed, Charles A., Pvt., 41 W-alnut St., Etna Pa 
Wolinsky, Sam, Pvt., 142 Depot St, Greensburg, Pa 
W ovens Anton, Pvt., 6241 So. State St., Chicago, 111 ' 
Yeager, Leslie B., Pvt., 517 Lavina Ave., Ft. Wayne, Ind. 

Company O 

Alberts I.. O, Bugler, R. F. D. 2, Houston, Texas 

Allen, J. J., Pvt 1st CI., 810 Fountain St, Olean N Y 

Alloch.s B P., Pvt. 1st CI 2 Railroad Ave.; Richmond '.Cal. 

Amolsch, F C. Pvt, 172.8 Camp St., Sanduskv. Ohio 

Anderson, W. J.. Pvt, R. F. D. 3. Madison, Kans 

Antone, C. L., Pvt, R. F. D. 2, Ottawa, Kans 

Arcey, T., Corp., Alamoosa. Colo. 

Armitage. I.., p v t„ R. F. D. 5. Milford, Conn 

Avery, L. E., Pvt, 98 West St., Johnson City, N Y 

Balck, Win., Pvt., So. Kaukauna. Wis 

Ballagh, R. A., Pvt, 1413 Main St, Parsons. Kans. 

Banas, A., Pvt. 77 Ashlev St.. Buffalo N Y 

Barter, J. H. Pvt., Florence Ave., Tonopah Nev 

Baum, PL., Pvt 2850 Arlington Ave., St. Louis. Mo. 

Baxter, Wm. J Pvt. 207 E. Elm St., Rochester, N. Y. 

Beard, W. J., Pvt. 1836 Marv St, Ft. Wavne Ind 

Bergstrom, Wm. -V. Pvt., 37 North St. Worcester] Mass. 

Beyl, F I... Pvt, 228 Beacon Ave., Tersev City NT 

Blind, J. F., Pvt, 32 Churchlia St. Rochester' N Y 

Bochmann, C>. R.. Pvt, Colorado Springs Colo 

Boner, H.. Pvt, Hot Creek, Wyo. 

Borrego. Joseph A., Pvt, Austin, Nev. 

Bovio, .Inc. Pvt.. 25 Benjamin Ave., Tamaica N Y 

Boyd, J. M., Sgt, Wolf Citv. Texas. 

Boyum, J. W., Pvt., Overly, N. Dak 

Brady, H. G., 1133 7th St., Louisviile Ky 

Brasher, M. A., Pvt. 1st CI., Clifton, Texas 

Brendle, I., Pvt. 1st CI.. 653 S. 23rd St., Louisville Ky 

Brewer, C. J., Pvt., 10 Haystown Ave., Danburv, Conn 

Briggs, R. R., Pvt, Buena Vista, Colo. 

Briska, R. G., Pvt, 155 Davidson Ave., Detroit Mich 



Mass. 
Mo. 



Brown, F. D , Pvt. 1st CI., Ely, Nev. 

RrvZ e V ■ vf' C °T. rl ' 'v. " 4 Main St - Stroudsburg, Pa. 
« l, ■' o' P , Vt V, R - R - I5 > Tcrre Haute, Ind. 
Bullock, H H Pvt., R. F. D. !, Columbia, N. Y 
Burleson, C, Pvt, Spear, N C ■»,■".!. 

Burns Wm. J Pvt, 166 Jackson St., Paterson, N. J 
Buss, E R Pvt, 504 Ferry St., Easton, Pa. J 

!virs : L ,- L-, Pvt 1st CI., Yoakum, Texas. 
Campbe 11, Geo., Pvt, 409 Elm St, E. Rochester N Y 
Campbell M. E Pvt, 311 N. 30th St, Louisville, Kv 
■'" ""'"•r- E ',, K - n Pvt - R ' F - D - '■ Box 16 ' F "d'", Minn 
W holm' F "w P V St f'V 1 , R ' ddle Ave - Wilmington,' Del. 
-hisholm F. W., Pvt. 1st CI., R. F. D. I., Cameron Mills N Y 
Christopher, J. H., Corp., Mitchell, S. Dak. ' 

Clark, John S., Corp., 1708 2nd Ave., Aitoona, Pa 
Cocco, P Pvt, 18 Swiss St., Providence, R. I. 
Collier, H. G., Pvt, 459 State St, Springfield, Mass 

Conev' T' /"pV' 't? CI - ]9 Vork St., Portland Me. 
tonley, 1. J., Pvt, Hampton, X I 

t onte, Alexander, Pvt, Anoka Ave., Bannington R I 

Cook A. W Pvt 1st CI., Java, S. Dak. 

Cooney, J. M. Pvt., 224 Cossuth St, Trenton. X. J. 

Cordway, L., Pvt, H.IIs Prairie, Texas. 

Cove, C. A, Pvt. 523 Main St, Covington, Kv. 

Coylc, LP. Pvt, 14 Stetson PI., Fortland, Me. 

Curran, M T., Pvt. 1st CI., 63 Draper St., Dorchester 

Dahm, A. Pvt, S6 Rugler St.. Dunkirk, N ^.' che: - ter ' 

Demaree, M. H., Pvt, 6S11 Independence Rd., Kansas Citv 

Desotell, L., Pvt., 466 Fulton St., Aurora, 111 ' ' 

Detiege, A., Pvt., Houston, Texas. 

Dickison, W. M., Pvt, Wynnew 1, Okla 

Diericke, A.. Pvt, 1402 W. Division St.. So. Bend Ind 

ombrowsky, W ., Pvt, 5 Dorchester St., Worcester Mass 

Dougherty, D., Corp., Portland, Me ' 

Dragoo, J. N., Pvt, Deatsvillle. Ky 

Duncan^ F J Cook, 1733 N 12th"St.. Ft. Smith Ark 

f r r ;, H i, J p Pvt -^ R ' F - D - 3 - Cam P Poi ">. I"- 

Elliott, E., Pvt, Ouanah, Texas 

Epl ■'• H. P., Pvt. Mount Sharon, Kv 

heltner, Jas,, Pvt, Hvden, Kv. 

Fisher Jno., Sgt 401 N. Walnut St., Cleburne, Texas 

F o T y r I' h- Pv 'p Wa5 l""g'°" Ave.. Portland, Me 
Floyd, J. Ketcham, Pvt.. Lovelock, Nev 
Fogarty, J. J., Pvt. 1st CI., Rigby, Idaho. 
Fortunate G Pvt, 188 13th Ave., Long Island City 
Fraysse, P., Cook, 14o 2 K St.. San Die|o, Cal 

l ry ' J «r Pv p- U2 J S - 30th St - Kansa ' City Kans 

Frye W., Pvt, R. F. D. 1, Cartersvill, " 

Funk, C. H, Pvt, Gridlev, Kans. 

Gannaway, L. M., Pvt, Mattoon, 111. 

Goble, G. C, Pvt, Wells, Nev 

Gossett A. L., Pvt.. Republic. Kans 

Graby, F., Pvt., R. F. D 2 Call 

Grar.din, J^ J., Pvt 

G 

G 

Guignon ,, tt, Pvt. 5 Walker Terrace. Cambridge 

Gutknecht, O. F.. Pvt, 5207 S. 9th St., St. Louis, Mo 



N. Y. 



Ky. 



X. Y. 



.rar.cln: , j J., Pvt, 3017 Adams Ave., Ogden. Cab 
.rant, E^B Pvt. 173 Morris St., Morristown, \ I 
.reten, H J Pvt, 612 Newark St., Hoboken, NT 

; ;p 10n A. G ^ H r; P A' ' 3 Walker Terra «- Cambridg- 
.utknecht, O. F.. Pvt, 5207 S. 9th St., St. Louis " 
Hadd, N., Pvt. 16 Pecocesee Ave., Springfield, Ma 
Haldeman, H. Pvt 1st CI., 307 S. CommeVcial' St.? 
Hardin, T.. took, R. F. D. 3, Conwav. Ark. 



Mas 



.-vnw-av. Ark 

&Hr r Pv '^ 16 Br , annc / st - T °P eka - Kans 

Harr. H. G. Corp., Alexandria St., Glenshaw, Pa. 
Harrcll, R. B„ Pvt., Happy Creek, Va. 
Harrington E. J., Pvt., Columbia Falls, Me 
Ha--- — c ' "' " - 



Worthington, Ind. 




Texas. 



tr "Li - ^'-' 10 P ek a, t 

Hershberger, Pvt., Veedersburg, Ind 

Hessler, J. H., Pvt R. F. D. 2, Herrington, Kans. 

Hexcm, J Pvt, Madison Lake, S. Dak 

Hill, A F., Pvt, 1240 Argentine Blvd., Kansas Citv Kans 

Hite H.. Pvt. 1st Cl„ 2208 Clark St, Parsons Kans 

Hochstuhl, C. J„ Pvt., 223S N. Hancock St?' Philadelphia Pa 

Holt M. Pvt 1st CI.. 1059 W. Favette St., Bait more Md 

Howlett, Chas., Pvt, Charleston, 111 ' Da,t,more ' Md - 



Water St., Eastport, Me. 



Ingeisoll, R. L., 1st Sgt, Modesto, Cal. 

Jacobs, M. C Corp., 228 S. Saginaw St.. Pontiac, Mich 

Jeffery, E. M„ Pvt, 1609 Chester. Erie, Pa 

Jollotta, H. W., Pvt. 1st CI., 212 Water St 

Jones, D., Pvt, Vienna, 111. 

Jones, F E Corp., 963 E. Daggett St, Ft. Worth Texas 

Jones, W., Pvt. Foxcroft, Me. ' 

i::!::::"n:vv'' 1 c p p^:ir^ii,e H ^ c r r;ro ^' r --- 

K;';, l ,: , v k L-lv J .'p ! v^'c I ori : ee 1 'N 3< Y ham S '" E ' C ™™<°^- Mass. 

Kenny, Wm A Pvt, 42 Gage St., Worcester, Mass. 

Kilbourne, M. B., Pvt. Lincoln, Neb 

King W. C Pvt 1st CI., Southern Drug Co., Houston Texas 

Kitchen, J. G., Pvt, Eureka, Nev. n ' l exas " 

Knight. W., Pvt, Bethlehem, Kv 

Koetters, G. H., Pvt. R. F. D. 8, Quincy, III 

Ladd, R. E., Corp., Hotel Elm, Reno Nev 

Lambrecht. P Pvt., 509 E. Gordon St., Topeka, Kans 

Lantry. Joe Sgt., ,744 Harvey St. Indianaoolis Ind 

Lawrence. W. E„ Sgt 1st CI., 586 Gleason St., Portland, Ore 

Lemm, H. J., Pvt. Spring, Texas 

Lent-, F. J., Corp., 3017 Elm St. Toledo. Ohio 

Lobianco, L., Pvt., 4648 Oak St., New York N Y 

Loecher, T. W. Pvt 1st Cl„ 14 St. John St., Lancaster N Y 

Lowman F. O, Sgt, 503S S. Sherman St. Englewood Co o 

Macon, R. E„ Corp., R. F. D. 3, Poplar Bluff Mo ' 

Maui, T. L Pvt, 2424 S. 12th St.. St. Toseph, Mo 

Mann, E. F„ Pvt, R. F. D. 4, Quincy 111 

Maarley, Sam, Pvt., Wichita Falls, Texas 

Martin, O. W., Sgt, Toliet, 111. 

Martin, P., Pvt.. R. F. D. 7. Glasgow, Kv 

Massey, C. B. Pvt, 1720 Atlantic Ave., Atlantic City, N J 

Matthews, E. K., Pvt, 5 Washington St, Henderson, Kv 

Medlm Geo Pvt 1st CI., R. F. D. 1, Seymour, Mo. 

Mefford, C. O., Pvt., R. F. D. 2. Carlinville, 111 

Merritt, W A. Sup. Sgt, 1)02 Burleson St., Marshall, Texas 

Mikolajewske, J. E., Pvt 1st CI.. 182 E. 2nd St., Dunkirk N Y 

Milieu, F. A.. Pvt, 21 '/, Bovd St., Bangor Me " unk,rk . «■ *■ 

Mulder. W. R„ Pvt. 1st CI., Tulsa, Okla. ' 



(233) 



Monaghan, M. D., Pvt., 301 Franklin Ave., Kent, Ohio. 

Money, \V. D., Pvt., Bengal, Ky. 

Moonev, P. M., Pvt., 104 Lincoln St., Bangor, Me. 

Moore, J. C, Pvt. 1st CI., R. F. D. 2, Butler, Pa. 

Morias, F., Pvt., Western Hotel, Salt Lake City, Utah. 

Morris, J. R., Pvt., Bartersvilllc, Ky, 

Morris, V. J.. Pvt. 1st CI., 928 N. Jackson St., Palestine, Texas. 

Morrissev, J. J., Pvt., 1210 N. Lee St., Bloomington, 111. 

Murnen, T. T.. Pvt., Chadron, Neb. 

McCaughey, H. J., Pvt., 119 Donelson St., Providence, R. I. 

MeKenney, E. L., Pvt. 1st CI., Jacksonville, Texas. 

McKinnon. F. W., Sgt., 901 1st Ave. North, Minneapolis, Minn. 

McNabb, E. R., Bugler, R. F. D. 3, Strafford, Mo. 

McSween, C, Pvt., Crandall, Texas. 

Nelson, A. M., Pvt. 1st CI., 1018 Terrace Ave., Davton. Ky, 

Northrup, G. D., Pvt., R. F. D. 1, Bluff, 111. 

Napolitano, F., Pvt., 91 Middle St., Portland, Me. 

O'Brien, M. J., Pvt., 346 W. 12th St., New York, N. V. 

O'Learv, T. E., Pvt. 1st CI., 318 Watertown St., W. Newton, Mass. 

Opalewski, F. A., Pvt. 1st CI., 112 32nd St., Detroit, Mich. 

Osvald, K. B., Cook, P. O. Box 41, Hughson, Cal. 

Passanitti, P., Pvt., 93 West Ave., Long Island City, X. V. 

Paul, H., Pvt. 1st CI., South Center St., Beatrice, Neb. 

Peasley, E. R., Pvt., 2611 E. Franklin St., Richmond, \ i 

Perrv, Robt., Pvt., Emerson, Ky. 

Fhilliips, A. T., Pvt., 31 Central Ave., Salinas, Cal. 

Pietropaoli, A., Pvt., 125 West Smith St., Buffalo, X. V. 

Pitner, L. W., Sgt. 1st CI., Wolfe Point, Mont. 

Pracht, C. F., Pvt. 1st CI., Camp Point, III. 

Pugh, E. W., Corp., Bristol, Va. 

Rathbone, R. D., Pvt. 1st CI., Dundee, Mich. 

Richardson, E. L., Pvt., 1752 W. Alleghaney Ave., Philadelphia, Pa. 

Robinson. C., Pvt., 637 Main St., Covington, Ky. 

Roche, M. P.. Pvt.. 1722 W. 51st St., Chicago, ill. 

Root, W. M., Pvt., Middleport, Ohio. 

Samuel, B. E., Pvt., Kingstown, Kans. 

Sanchez, P., Pvt., 411 E. 12th St., Cheyenne, Wyo. 

Sanchez, P. C, Corp., 121 Railroad Ave., E. Las Vegas. X. Mex. 

Satin, S., Corp., 1624 Germantown Ave., Philadelphia, Pa. 

Saunders, J. W., Pvt., Washington, Ind. 

Seaman, D. R., Pvt., Hornsilver, Nev. 

Shannon, M., Pvt., Fatmington, Mo. 

Snopzinski, J., Pvt., Seattle, Wash. 

Sotskv, I., Pvt., 800 S. 35th St., Louisville, Ky. 

Smith, C. R., Pvt., Bonham, Texas. 

Smith, H. S., Pvt., Keenes, 111. 

Spooner, Wm. C. Pvt. 1st. CI., D'Aste, Mont. 

Stansell, T. G., Pvt., Running Water, Tex. 

Starbuck, J. W., Cook, Tanglewood, Tex. 

Stark, Wm. C Pvt., 40S X. 38th St.. Champaicn, 111. 

Steinle, J. G., Pvt., 383 Bridge St., Brooklyn. X. Y. 

Stimson, H. M., Pvt. 1st. CI., R. F. D. No. 6, Seymour, Mo. 

Swayze, W r m. M., Pvt., Augusta, Mont. 

Swenson, F. A., Pvt., Waverly, Kans. 

Tavernia, Geo., Pvt. 1st. CI.. Elv, Nev. 

Terry, S. H., Pvt., Clearmont, Wvo. 

Thomas, Wm. C, Pvt., R. F. D. No. 2, Hopkinsville, Ky. 

Thorwart, F. X., Pvt., 212 S. Union St., Olean, N. Y. 

Throgmorton, C. R., Corp., Box 731, Marion, 111. 

Thrvregod, C. J., Pvt., 1 Concord St., Westfield, Mass. 

Tiemann, J. A., Pvt., R. F. D. No. 2, Box 23, Evansville, Ind. 

Tillman, Toe., Pvt., Bowling Green, Ky. 

Tilton, G. F., Pvt., 541 Pine St., Greenfield, Ohio. 

Tovan, N., Pvt., 2504 S. 2nd St., St. Louis, Mo. 

Turney, Chas., Pvt., Lucas, S. D. 

Ulm, Henrv, Pvt., 213*/ 25th St., Ogden, Utah. 

Valentine, Wm. H., Pvt., Drumright, Okla. 

Vanselous, R.., Pvt., 1056 Pennington Rd., Trenton, N. T. 

Yerrill, Wm. A., Pvt., 515 N. Randolph St., Philadelphia, Pa 

Virak, O. A., Pvt., Livingston, Mont. 

Vogt, E. L. M., Pvt. 1st. CI., Victoria, Texas. 

Walsh, M. J., Pvt, Ft. Pierre, S. D. 

Weber, Alex., Pvt., Herrington, Kan. 

Weber, G. T., Pvt., Milbank, S. D. 

Westergreen, P. A., Pvt., 59 Rutland Sq. ( Boston, Ma^. 

Williamson, E. A., Pvt., Whitefish, Mont. 

Williamson, J. M., Pvt. 1st. CI., 107 Church St., Clifton Forge, Va. 

Wilson, F. C, Corp., R. F. D. No. 7, Logansport, Ind. 

Windland, I. M., Pvt., UHin, 111. 

Zawacki, W., Pvt. 1st. CI., 934 Simms St., E. St. Paul, Minn. 

LIST OF THOSE WHO HAVE LEFT REGIMENT 

Home Address Given Where Known 

Oflieers 

Bell, Harvev, W., 1st Lt., 11 Pine St., New York, N. Y., Transf'd. 
Butler, Mathew B., 2nd Lt., 1115 Clinton St., Ottawa, Ilk, Transf'd. 
Christopher, S. D., 2nd. Lt., 32 W. Elizabeth, Waterloo, N. Y., Transf'd. 
Comfort, Harrv E., 2nd. Lt., c /o Adj. Gen. War Dept., Washington, D. C. 

Transf'd. 
Davis, W : m. R., 2nd. Lt., c /o Adj. Gen. War Dept., Washington, D. C, T'fd. 
Derrick, C. J., 2nd Lt., address unknown, Transf'd. 

Dravo, Hudson D., 1st. Lt., c/o Peter S. Duncan, Holidav Burg, Pa., T'fd. 
Duffield, E. H., 1st. Lt., c/o Adj. Gen. War Dept., Washington, D. C. T'fd. 
Evans, Earl W., Capt., 1743 Washington Blvd., Chicago, 111., Transf'd. 
Gregg, Otis T., 1st. Lt., Riplev, Ohio., Transf'd. 

Haynes, J. W., 2nd. Lt., c/o Adj. Gen. War Dept., Washington, D. C, T'fd. 
Kennedy. C. Clark. Chaplain, c/o The Rectory, Stratford, Conn., Transf'd. 
Kiesel, John S., 1st. Lt., c/o Adj. Gen. W r ar Dept., Washington, D. C, T'fd. 
Kimmel. John M.. Jr., 1st Lt., c/o Adj. Gen. War Dept., Washington, D. C, 

Transf'd. 
Lewis. P. S., Major, 503 So. 7th St., Springfield, III., Transf'd. 
Lightner, Geo. C, Capt., 3 West Rth St., New York, N. Y., Transf'd. 
McCabe, Richard S., 2nd Lt., c/o Adj. Gen. War Dept., Washington, D. C, 

Transf'd. 
McGregor, Robt. R., Capt., c/o Adj. Gen. War Dept., Washington, D. C, 

Transf'd. 
Mclntyre, C. P., Capt., c/o Adj. Gen. War Dept., Washington, D. C, Hosp. 
Mansfield, Hector, Capt., 2831 No. 28th St., Philadelphia, Pa., Transf'd. 
Mock, Robt. L., 1st. Lt., c/o Adj. Gen. War Dept., Washington, D. C, T'fd. 
O'Brien, R. J., 1st. Lt., 511 Harrison Ave., St. Paul, Minn., Transf'd. 
Peek, Ernest D., Colonel, 212 So. Esplanade, Leavenworth, Kans., Transf'd. 
Plimpton. C. H.. 2nd. Lt., 52 E. Swan St., Buffalo, N. Y., Deceased. 
Pugh, Marshall R., Major, 230 Poplar Ave., Wayne, Pa., Transf'd. 
Roberts. Clarence, Capt., c /o Adi. Gen. War DeDt., Washington, D. C, T'fd. 
Ryan, Thomas R., Major, 525S Kenmore Ave., Chicago, 111., Transf'd. 
Slifer, Hiram J., Lt. Col.. 6227 Dorchester Ave., Chicago, 111., Deceased. 



Walsh, Edw. T., 2nd. Lt., 910 Marquette St., Davenport, Iowa, Transf'd. 
Weaver, Lester U., 2nd. Lt., 29 So. 14th St., AUentown, Pa., Transf'd. 
Williamson, G. H., 2nd. Lt., c/o Adj. Gen. War Dept., Washington, D. C.» 
Transf'd. 

Regimental Headquarters Detaehment 

Alloway, Chas. T., Sgt., Unknown, Unknown, P. O. Service. 

Calkins, P. A., Pvt. 1st. CI., Unknown, Unknown, Hdg. 2nd. Army. 

Chapman, Wm. C, Bn. Sup. Sgt., Unknown, A. C. S. 

Clark, Ivan S., Pvt., Unknown, Unknown, Discharg'd. 

Connor, J. S., Wagr., Unknown, Unknown, Rep. Org. 

Cooley, Vaughn, Sg. Maj., Unknown, Unknown, Discharg'd. 

Cordell, H. B., Pvt., Unknown, Unknown, P. O. Service. 

Daws, Chas. C., Pvt., Unknown, Unknown, A. C. S. 

Duchac, Jos. B., Mr. E. Jr. Gr., Unknown, Unknown, Hdq. 1st. Army. 

Espe, John, Wagr., Unknown, Unknown, 116 Engrs. 

Jones, Geo. E., Pvt., Unknown, Unknown, 302 Stev. Regt. 

Lewis, Chas. G., M. E. J. Gr., 414 Forest Ave., Pacific Grove, Cal. Rus- 

sion, E. F. 
Lewis, Ben H., Pvt. 1st. CI., Unknown, Unknown, Sig. Corps. 
Lovegrin, M. R. ; M. E. J. G., Box 6, Altoona, III., Russian E. F. 
Mallory, H. A., Pvt., Unknown, LTnknown, Hospital. 
Parson, Paul J., Pvt. 1st. CI., Unknown, Unknown, Hdq. 1st. Army. 
Rodiger, W\ G., Pvt., Unknown, Unknown, O. M. Corps. 
Shanley, Edw. T., Pvt. 1st. CI., Unknown, Unknown, A. C. S. 
Smith, Wm. S., Pvt., LTnknown, Unknown, Hdq. 1st. Army. 
Taggert, H. P., Pvt., LTnknown, Unknown, 446 Dep. Det. 
Thompson, D. A., Pvt., Unknown, LTnknown, Chief Engrs. 
Wei!, Robt. P., Sgt., LTnknown, Unknown, Russian E. F. 
Woods, R. E., Pvt., LTnknown, Unknown, Transf'd. 

Company A 

Alexopoulis, A. V., Pvt., Unknown, Unknown, Transf'd. 
Anderson, R. N., Corp., Unknown, Unknown, Russian E. F. 
Barrie, A. S., Pvt. 1st. CI., Unknown, Unknown, 29th Engrs. 
Bell, Geo. B., Pvt., Unknown, LTnknown, Russian E. F. 
Blass, John, Pvt., Unknown, Unknown, Russian E. F. 
Bounds, H. D., Pvt., Unknown, LTnknown, Hospital. 
Brooks, Claude J., Pvt., Unknown, Unknown, Rep. Org. 
Carson, Chas. A., Pvt., Unknown, Unknown, Transf'd. 
Collins, Peter F., Pvt., Unknown, Unknown, 419 Dep. Det. 
Cotton, Edgar C, Pvt., LTnknown, Unknown, Hospital. 
Dodds, H. L., Sgt., Unknown, Unknown, Russian E. F. 
Eargle, James O., Pvt., Unknown, Unknown, 447 Dep. Det. 
Egbert, Chas. E., Pvt., Unknown, Unknown, Rep. Org. 
Kornitnick, M., Pvt., Unknown, Unknown, Russian E. F. 
Longly, Elden S., Pvt., Unknown, LTnknown, Hospital. 
Mardell, James H., Pvt., LTnknown, Unknown, Russian E. F. 
Marriotti, Gino, Pvt., Unknown, Unknown, Bur. Labor. 
Meadow, John, Pvt., Unknown, Unknown, Russian E. F. 
Miller, Emil, Pvt., Unknown, LTnknown, Dischg'd. 
Nicholas, H. M., Corp., Unknown, LTnknown, Hdq. 1st. Army. 
Rains, Emmet, Pvt., Unknown, LTnknown, Hospital. 
Roe, Robt. B., Corp., Unknown, Unknown. 447 Dep. Det. 
Schaener, Wm. N., Pvt., LTnknown, LTnknown, Hospital. 
Skelden, Evan D., Corp., Unknown, Unknown, Russian E. F. 
Szabo, John, Pvt., Unknown, Unknown, Hospital. 
Turine, Remy, Pvt., Unknown, Unknown, Dischg'd. 
Johnson, Marvin, Pvt., Unknown, Unknown, A s. S. C. 
Kounka, August, Pvt., LTnknown, Unknown, Hospital. 

Company B 

Allen, Bert R., Corp., 1011 Prospect Ave., Springfield, Mass., Russian E. F. 

Borden, Frank, Pvt., Unknown, LTnknown, Hospital. 

Cavanaugh, Geo., Sgt., Walla Walla, Wn., Russian E. F. 

Coady, A. H., 407 Bluff St., Negaunee, Wis., Hospital. 

Courtear, A. F. f Pvt., 191 New York Ave., Newark, N. J., Hospital. 

Curran, Jos. M., Pvt., Unknown, LTnknown, Hospital. 

Dembosky, Stephen, Pvt. 1st. CI., 557 Virginia St., Gary, Ind., Russian E. F. 

Doucette, F. E., Pvt., Unknown, Unknown, Hospital. 

Douglas, J. M., Sgt.. Unknown, Dussellville, Ala., 1st. A. T. C. 

Fay, Jos. J., Pvt., Unknown, Unknown, Transf'd. 

Gage, Albert, Pvt., 255 Denton Ave., Hamtramick, Mich., Hospital. 

Holmblad, Evar R., Pvt., Unknown, LTnknown, Hospital. 

Hudnall, Louis L., Pvt., Hammond, Ind., Hospital. 

Hunter, James S., Pvt., Unknown, Unknown, Hospital. 

Hvden, Darwin, Pvt., Irondale, Wash., Hospital. 

Hamsley, P. T., Pvt., Transf'd. 

Joyce, Peter, Corp., 65 Cottage Place, Ridgefield, N. J., 

Kellv, Claude B., Pvt., LTnknown, LTnknown, Transf'd. 

King, Geo. B.. Corp., 1803 N. W. 14th St., Washington, 

Kissinger, P. L., Jr., Pvt., Unknown, Unknown, Russian E. F. 

Kroniger, Geo. A., Pvt., Unknown, LTnknown, Hospital. 

Kutil, Frank, Pvt., Box 36, Branch, Wis., Russian E. F. 

Nasielowski, H., Pvt., 1757 Campbell Ave., Detroit, Mich., Russina E. F. 

Novelle, Tony, Pvt. 1st. CI., 345 Jefferson St., Montpelier, O., Russian E. F. 

Morrison, S. W., Pvt., Unknown, Unknown, Transf'd. 

Owen, Samuel, Pvt., 1274 W. Grand Blvd., Detroit, Mich., Hospital. 

Oliphant, Henry D., Pvt. 1st. CI., 1525 Oak St., Oakland, Cal., Captured. 

Ozarchuk, Nicliss, Sgt., 147 Lampkin Ave., Hamtramick, Mich., Russian E. F. 

Pribek, Henry D., Pvt., Johnston, Pa., Russian E. F. 

Reinberg, Leo., Pvt., LTnknown, LTnknown, Transf'd. 

Robert, W. E., Pvt., Goosecreek, TexaSj Hospital. 

Rushing, Roht. L, Sgt., 702 Myrtle Ave., El Paso, Texas, Hospital. 

Sanders, Orville, Pvt., LTnknown, Unknown, Hospital. 

Sexton, B., Pvt., LTnknown, Unknown, Hospital. 

Sobol, Adolph, Pvt., Unknown, Unknown, Transf'd. 

Steimer, Edwin V., 252 McGee Ave., Rochester, N. Y., Hospital. 

Sterne, W. A., Pvt., LTnknown, Unknown, Transf'd. 

Tibbitts, W. E., Pvt., 256 First St., Manistee, Mich., Hospital. 

Trinckees. Geo., Pvt. 1st. CI., 64 State St., San Francisco, Cal., Russian E. F. 

Tucker. Harold W., Pvt., 110 Elm St., Jackson, Mich., Hospital. 

Ulshafer, Maholn, Pvt., 777 Grand River Ave., Detroit. Mich., Hospital. 

Walworth, F. D., Corp., 238 Park St., Adrian, Mich., Hospital. 

Wilson, Chas. A., Pvt., 202 11th St., Turtle Creek, Pa., Hospital. 

Wilson, David, Pvt., Huntdale, N. C. Hospital. 

Easley, Wilbur J., Pvt., 1708 Bayer Ave., Ft. Wayne, Ind., Hospital. 

Company < ' 

Berner, Fred W., Pvt., Jamestown, N. D., Deceased. 

Bonsall, Glen B., Pvt., LTnknown, Unknown, 364 Inf. 

Bright, Chas. G., Pvt., LTnknown, LTnknown, Transfd. 

Caines. Wm., Pvt., Unknown, L T nknown, Dischg'd. 

Case, Grover L., Pvt., Unknown, Unknown, Hospital. 

Cox, Rov H., Pvt., Unknown, LTnknown, Transf'd. 

David, S. C, Sgt.. 1229 Forrest Court, Lansing. Mich., Transfd . 



Hospital. 

D. C, Russain E. 



(234) 



Danforth, Harry C, Pvt., Unknown, Unknown, Transf'd. 

Dills, Howard S., Pvt. 1st. CI., Dillsboro, N. C, Deceased. 

Doebler, Leo C, Pvt., Unknown, Unknown, Dep. Det. 

Farrell, E. J., Pvt. 1st. CI., 254 Williamson St.. Elizabeth, N. J., Transf'd. 

Foote, August, Pvt. 1st. CI., 342 7th St., Jersey City, N. J., Transf'd. 

Gallagher, P. H., Pvt. 1st. CI., So. St. Paul, Minn., Deceased. 

Gogherty, Roy E., Pvt., Unknown, Unknown, Transf'd. 

Helmuth, Harrv A., Pvt., Unknown, Unknown, Hospital. 

Higgins, Geo. T., Pvt., Gilman City, Mo., Deceased. 

Todon, Chas. B., Sgt. 1st. CI., Unknown, Unknown, Hospital. 

Lyberg, Lester, Pvt., Unknown, Unknown. Transf'd. 

Lynberg, Peter H., Pvt. 1st. CI., Unknown, Unknown, Hospital. 

McAllister, Harvey, Pvt., 739 Front St., Cincinnati, O., Russian E. F. 

Miller, Weslie A., Pvt., Unknown, Unknown, Hospital. 

Moore, Geo. H., Pvt., 692 W. 4th St., Plainfield, N. J., Transf'd. 

Morgan, Arthur J., Pvt. 1st. CI., LTnknown, LTnknown, Transf'd. 

O'Donnel, J. T., Pvt., LTnknown, Unknown, Transf'd. 

Rank, Edward F., Pvt., 1011 Virginia Park, Detroit, Mich., Deceased. 

Reilly, Chas. J., Sgt., 1519 West Broadway, Louisville, Ky., Deceased. 

Rennells, James H., Pvt., Unknown, Unknown, Transf'd. 

Schramm, Thos., Sgt., LTnknown, Unknown, Transf'd. 

Slater, Raymond, Pvt., Unknown, LTnknown, Hospital. 

Staines. Harry C, Pvt., L'nknown, Unknown, S. S. L T . 510. 

Stubbs. Francis, Pvt., Unknown, Unknown, 419 Dep. Det. 

Thompson, L. M.. Pvt., LTnknown. Unknown, 447 Dep. Det. 

Ward, Edw. P., Pvt., L'nknown, LTnknown. Hospital. 



Company I) 

Alexander, Wm. L-, Pvt., 151 W. Greenwich St., Reading, Pa., Hospital. 

Angler, H. B., Pvt.,, Unknown, Baton Rouge, La., Hospital. 

Barnhouse, Abner, Sgt. 1st. CI., LTnknown, LTnknown, Russian E. F. 

Bower, Settone C, Corp., Arlington Ave., P. O., Englewood-Teaneck, N. J., 

Transf'd. 
Boyle, Myles J., Pvt. 1st. CI., 446 Buchanan St., N. E., Minneaolpis, Minn., 

Hospital. 
Bvrne. Frank E., Cook, 262 Stewart Ave., Decatur, 111., Hosppital. 
Carroll, Chas. T., Pvt., 1010 Sebin St., Houston, Texas, Transf'd. 
Clark, Morris, Pvt., Foyah, Texas, Discharged. 
Clavton, H. G., Pvt., Burnsville, W. Va., Transf'd. 
Cochrane, F. W., Pvt., 374 Livingston St., St. Paul, Minn., Deceased. 
Deibel, Chas. G., Pvt., 423 Elmwood Ave., Detroit, Mich., Transf'd. 
Deighton, Wm., Pvt., Raton, N. M.. Discharged. 
1'lynt, Arthur L., Pvt. 1st. CI., 3328 7th St., Meridian, Miss., Hospital. 
Fox. Wilbert, Pvt., 723 Carrie St., Soo, Mich., Deceased. 

Gallant, John A., Pvt., 1788 N. Maple Grove Ave., Hudson, Mich., Hospital. 
Hack, Arthur G., Sgt. 1st. CI., Waycross, Ga., Hospital. 
Javins, Wm. N., Pvt., Petonia, W. Va., Hospital. 
Joyner, Chas. K., Pvt. 1st. CI., Unknown, Unknown, Hospital. 
Karicofe, H. W., Wagr., 25 Franklin St., S. W., Grand Rapids, Mich.. Hospital. 
Katz, Robert, Pvt., 1646 Park Ave., New York City, N. Y., Hospital. 
Keegan, Henry F., Corp., c /o Mrs. J. A. Ryan, 1909 Grove Ave., Richmond, 

Va., Hospital. 
Kenmitz, Fred G., Pvt., LTnknown, LTnknown, Transf'd. 
McCarthv, Dalton W., Pvt., LTnknown, LTnknown, 17th Engrs. 
McDonnell, Stephen, Pvt. 1st. CI., 969 Mendell St., St. Paul, Minn., Hospital. 
McKenzie, Frank J., Pvt. 1st. CI., c /o Boardman Hotel, St. Paul, Minn., 
Miller, Geo. J., Pvt., 37 Catherine St., Elizabeth, N. J., Transf'd. 
Ryan, Edward J., Pvt., 1112 1st Ave., Eau Claire, Wis., Hospital. 
Selden, Edward H., Pvt., 410 Federal Ave., Seattle, Wash., Hospital. 
Selvig, Marvin G., Pvt., Trego, Wis., Hospital. 

Thomas, Allen B., Corp., 819 Filbert St., Philadelphia, Pa., Discharged. 
Thompson, E. F., Pvt., Church St., Jamesburg, N. J., Hospital. 
Town, Clint D., Pvt., Wenatchee. Wash., Hospital. 

Vanderdoes, J. P., Pvt. 1st. CI., 72 Barrow St., New York, N. Y., Deceased. 
Webberson, A. C, Pvt., LTnknown, Unknown, Transf'd. 



Company K 

Anderson, Harry B., Pvt. 1st. CI., 1015 "O" St., Fresno, Cal., Transf'd. 

Barner, James H., Horseshoer, 2105 Washington St., Vicksburg, Mich., Hospital. 

Bradshaw, Jos. H., Pvt. 1st. CI., LTnknown, LTnknown, Hospital. 

Brewer, Jess L., Cook, East Las Vegas, N. M., Hospital. 

Broderick, Wm. F., Pvt. 1st. CI., 120 Peter St., Johnstown, Pa., Hospital. 

Byrne, Michael, Pvt., Cresson, Pa., 167th Inf. 

Colla, Edw. M., Pvt. 1st. CI., 2224 N. La Salle St., Indianapolis, Ind., Hospital. 

Davis, Leslie W., Pvt., Scotts Mills, Ore. 

Dias, Edw. M., Horseshoer, Unknown, Unknown, Hospital. 

Donnellv, Gordon J., Sgt., Box 437, Missoula, Mont., Russian E. F. 

Egan, John T., Pvt., 517 7th Ave., E., Cedar Rapids, Mich., Hospital. 

Fraser, Fred C., Pvt., LTnknown. Unknown, Hispital. 

Fraser, Daniel P., Pvt.. 417 W. Prairie Ave., Decatur, 111., Transf'd. 

Friel, Frank J., Pvt., LTnknown, Unknown, Transf'd. 

Griffin, Louis, G., Pvt. 1st. CI., Gallop, N. M., Hospital. 

Heitzinger, J. J., Pvt., LTnknown, LTnknown, Hospital. 

Hendrv, Earl R., Pvt., 433 Elenor, Pittcairn, Pa., Hospital. 

Hunt. Chas., Sgt., 234 Pitcancais Rd., N. Bergen, N. J., Hospital. 

Lee, Robert, Corp., 1311 Magoffin Ave., El Paso, Texas, Hospital. 

McDermitt, J. L., Corp., Raton, N. M., Transf'd. 

Maxwell, Wallace B., Pvt., 219 Industry Ave., Pittsburg, Pa., Hospital. 

Mottsch, Albert G., Pvt., Unknown, LTnknown, Transf'd. 

Parent, Loreo, Pvt., 221 Seymour Ave., Marquette, Mich., Deceased. 

Ritchie, Jesse T., Pvt., Gallop. N. M., Deceased. 

Schwartz, E. M., Pvt., 711 Pleasant St., Boulder, Colo., Deceased. 

Sullivan, Ralph B., Pvt., LTnknown, LTnknown, Transf'd. 

Thompson, Terrell D., Sgt., c /o B. L. Wayne. Globe. Ariz., Russian E. F. 

Weidman, H. E., Corp., Unknown, L'nknown, R. R. Troops. 



Company P 

Amos. Luther N., Pvt., L T nknown, L T nknown, Artl. School. 
Blakely, Earnest R., BugL, LTnknown, LTnknown. Rep. I Irg. 
Evans, Richard M., Pvt., Unknown, L'nknown. Rep. Org. 
Gates, Russell S., Corp., LTnknown, LTnknown, Hospital. 
Hanna, Chas. E., Pvt., Unknown, LTnknown, Hospital. 
Howells, W. J., Pvt., LTnknown, LTnknown, 22nd. Engrs. 
Isbell, Richard C, Pvt. 1st. CI., L'nknown, l T nknown, Hospital. 
O'Keefe, Frank, Pvt., LTnknown, L T nknown, Transf'd. 
Potts, Jos. A., Pvt., LTnknown, LTnknown, Hospital. 
Roe, Wellington, Pvt., LTnknown, Unknown, Transf'd. 
Smith, Benjamin, Pvt., L T nknown, LTnknown, Hospital. 
Vanscove, Everett, Pvt., LTnknown, Unknown. 14th Engrs. 
Young, Robt. E., Corp., LTnknown, LTnknown, Hospital. 
Zinser, Robt. B., Corp., LTnknown, Unknown, Hospital. 
Denham, Grover C, Corp., Unknown, LTnknown, Hospital. 



Company <. 

Bailey, Claude, Pvt., Maywood, Ky., Hospital. 

Calvin, Roy E., Sgt., Smith Center, Kans., Hospital. 

Colley, Homer L., Pvt., 419 Royal St., Palestine, Tex., 22nd Engrs 

Deed, Daniel T., Pvt., 23 St. Stephens Place., Buffalo, N. Y., Hospital. 

Drewes, Chas. T., Pvt., Leasburg, Mo., D. L. R. & R. 

Fox, John A., Pvt., Mrs. Rose Harrison, Mother, 69 Thompson St., Buffalo 

N. Y ., Deceased. 
Harris, Hayden, Pvt. 1st. CI., Grossbeck, Texas., 1st. Rep Dep 
Hill, John J., rvt., 34S Hayden St., Sayre, Pa.. Hospital. 
Hollenbeck, G. W., Pvt., Vanetta, N. Y., Hospital. 
Jones, John W., Pvt. 1st. CI., Wallsville, Utah., Hospital. 
King, Glen M., Pvt., R. F. D. No. 2, Ellenburg, Wash., 13th Engrs 
Miller, Allen D., Pvt. 1st. CI., 1905 Park Rowe, Dallas, Texas, 22nd. Engrs. 
Miller, Edgar F., Pvt., 1st. CI., Altoona, Pa., D. L. R. & R 
Meyers, Harold J., Pvt. 1st. CI., 961-A. Summit Ave., Jersey City, N J 

22nd. Engrs. 
Riemath, Eugene A., Pvt., Hitchcock, S. Dak., Hospital. 

Riviezzo, Vincent, Pvt., 147 Vernon Ave., Long Island Citv, N. Y., Hospital 
Spang, Edward, Pvt., 213 Flushing Ave., Maspeth, L. I., N. Y., Hospital. 

Company 19 

Adams, Frank, Pvt., 122 Main St.. Buffalo, N. Y.. Russian E. F. 

Bagley, Nathan L., Pvt., Blackwell, Texa^. I sed 

Brannagin, M. J., Pvt., 725 6th Ave., Brooklyn, N. Y., Hospital 

Cunningham, M. P., Pvt. 1st. CI., 484 William St., New London, Conn., 

D. L. R. & R. 
Coleman, Harry H., Pvt. 1st. CI., Unknown, Unknown, Hospital. 
Davis, Francis M., Pvt., Kennedy, Texas, Hospital. 
Degand, Adam N., Pvt., Unknown, Unknown, Transf'd. 
Duffy, Chas. H., Corp., 722 Spruce St., Philedlphia, Pa., Deceased 
Eggerling, T. B., Pvt., Orient, S. D., Hospital. 
Ericson, Alvin, Pvt., 1201 So. "T" St., Tacoma. Wash., Hospital 
Flaherty, J. D„ Pvt., 919 State St., Utica, N. Y., Transf'd. 
Fulton, Leslie B., Pvt., 636 S. Campbell St., Springfield, Mo., Transf'd 
Graham, Chas. R., Pvt., 535 Newton Ave., Kansas Citv. Mo Hospital 
Hannigan, Wm., Pvt.. 732 Harper St., Elmira, N. Y., Transf'd. 
Hardwidge, L., Pvt., Evanston, Wyo., Deceased. 

Hartz, Herman A., Pvt., 1005 W. Sullivan St., (Ilean, N. Y., Hospital 
Johnson, Elmer E., Pvt., Doland, S. Dak., Hospital. 
Johnson, Harry L. Pvt., Weavertown, N. Y., Hospital. 
Leefler, Allie J., Corp., 325 5th St., Trov, N. Y., Transf'd 
McNamara, R. E., Pvt., 26S So. Peal St., Albany, N. Y., Deceased 
Palmer, Carl D., Corp., Mellette, S. D., Hospital. 
Pederson, Peder O., Pvt., Howard, S. D., Hospital. 
Roberts, Harvey D., Pvt., R. F. D. No. 2, Missoula, Mont., Hospital. 
Roberts, Thomas R., Pvt., 3506 Atlantic Ave., Richmond Hill, X. Y., Deceased 
Rundell, James R., Sgt., Unknown, L'nknown, Hospital. 
Shaw, Michael G., Pvt., 40 E. McMillan St., Cincinnati, O., Hospital 
Stroupe, Harry A., Pvt., Bowdle, S. Dak., Deceased. 
Twoomey, Richard, Corp., 75 Shore Road, Brooklvn, N. Y., Hospital. 
Van Slyck, Pyron M., Pvt., Victorville, Cal., Hospital. 
Wheaton, Robt. B., Sgt., 923 Ouincy St., Rapid City, S Dak., Deceased. 

Company I 

Crotegut, F. L., Pvt., LTnknown, LTnknown. 80th. Div. 
Curtis, A. B., Pvt., LTnknown, LTnknown, Hospital. 
Garcia, John, Pvt., L'nknown, LTnknown, Hospital. 
Long, Karl S., Pvt., LTnknown, LTnknown, D. L. R. & R. 

Company Iv 

Ballant, F., Pvt. 1st. CI., 512 Main St., Mount Vernon, 111., Russian E F. 

Black, W. G., Pvt., Dequeen, ArK., Russian E. F. 

Clayton, N. J., Pvt., 1205 35th St., Galveston, Texas, Russian E. F. 

Cotton, Virginia, Pvt., Kopperl, Texas, Russian E. F. 

Dougan, James G., Corp., 332 W. 21st St., Covington, Ky., Hospital. 

Dougherty, Edw. D., Pvt., 191S Gentry St., Houston, Texas, Hospital. 

Flynn, Batson, Pvt. 1st. CI., Lithieum, Mo., Hospital. 

Greth, Albert H., Pvt., 773 So. Broadway, Lima, Ohio, Hospital. 

Hearell, Grover, Corp., Walton, Ind., Hospital. 

Hennemuth, H. E.. Pvt. 1st. CI., 2602'/, Live Oak St., Dallas, Texas, 

134th Ser. Co. 
Hightower, B. N., Sup. Sgt., Rustin, La., Russian E. F. 
Hayhurst, C. M., Pvt., Ava, W. Va., Hospital. 
Hansen, H .H., Pvt. 1st. CI., Burke, Ida., Russian E. F. 
Johnson, F. P., Pvt., 119 Maple St., Buffalo, N. Y., Hospital. 
Kleck, Wm. E., Pvt., Unknown, LTnknown, Transf'd. 
McCorkle, L. E., Sgt. 1st. CI., Wapinitia, Ore., Russian E. F. 
McPherson, O., Pvt., 3216 Colonial St.. Dallas. Tex., Transf'd. 
Moore, C. W., 1st Sgt., 320 W. 31st St., Los Angeles, Cal., Hospital. 
Mullen, J. N, Pvt., Beaumont, Texas, Russian E. F. 
Palley, Geo. C, Pvt., 2820 Garfield Ave., Louisville, Ky., Hospital. 
Pinder, Louis L., Pvt., 916 No. Main St., Bucvrus, Ohio, Hospital 
Taylor, E. F., Pvt., 518 "F" St., S. E., Ardmore, Okla., Hospital. 
Theriault, B. L., Pvt., Avery, Ida., Hospital. 

Timberlake, P. E., Pvt., 10-12 Perry St., Richmond, Va., Hospital. 
Voyles, Aaron V., Pvt., Drumright, Okla., Russian E. F. 
Young, S. J., Pvt., Long Branch, N. J., Transf'd. 
Zeller, T., Cook, Valley St. Station, Louisville, Ky,, Russian E. F. 

Company I, 

Anderson, C. L, Pvt., 104 10th St., W., W. New York, N. J., Transf'd. 
Corey, Wm. J., Pvt., l'nknown, L T nknown, Russian E. F. 
Donatelle, Frank, Corp.. Cumberland. Wis., Deceased. 
Getz, Louis. Pvt., 1513 Newkirk St., Philedelphia. Pa.. Transf'd. 
Hillis. E. R., Sgt., 956 E. Pike St., Alliance, Ohio, Transf'd. 
Kruger, Henry, Corp., 433S E. "F" St., Tacoma, Wash., Transf'd. 
Murphv, Michael, Pvt., 1519 Laurel St., Pittsburg. Pa., Transf'd. 
O'Neill, T. J., Pvt., 272 Linden Ave., Jersey City, N. J.. Transf'd. 
Walsh, J. W., Pvt., 471 So. Broadway, Lawrence, Mass., Tranfs'd. 

Company M 

Aycrigg, Benj. N, Sgt. 1st. CI., LTnknown, L'nknown, Russian E. F. 
Gaither, Hermann, Pvt., LTnknown, LTnknown, Hospital. 
King, Chas. B., Sgt. 1st. CI., Unknown, LTnknown, Russian E. F. 
McDermott, James E., Pvt., Unknown, LTnknown, Russian E. F. 
Quinn, Philip L., Pvt., LTnknown, Unknown, Hospital. 



(2.35) 



Index 



6 

7 



PASE 

Dedication " 

Frontispiece * 

Title page 

Prologue 

Foreword 

Lt.-Col. Hiram J. Slifer By Chaplain Francis K. Little 9 

In Memoriam 

Mother By Matter Engineer Edward Wilkinson 15 

List of Wounded in Action 

Light Railway as Related to Field Operation By C. S. Elliot 17 

Light. Railway Construction By Captain M. E. Pumphrey L'O 

The Work of Colonel E. D. Peek By Major P. S. Lewis 25 

9ft 

Regimental History -° 

Chronological History, Third Battalion 36 

History of the Fourth Battalion 39 

Organization By C. S. Elliot 42 

The Engineering Office 

Surveys, Reconnaissance and Location By Lt. C. S. Kenning 41 

Sorcy Yard By Lt. Gressit IS 

Light Railway Maintenance By Lt. H. W. Dun, Jr. 51 

Work of the 28th Engineers in Connection with that of the 21st 

Engineers By D. A. Leisher 53 

History of the Building Department. . .By Master Engineer Wilkinson 56 
Headquarters Organization, Operating Department 

By Pit. Win. Dean. Jr. 57 

Train Dispatching on the Light Railways — 21st Engineers 

By Sergeant Warner 58 

A Dispatcher's Trick — Working a Trick on the Slim Gauge 

By Sgt. C. E. Habiger, A.T.D.A. 3743, 2d Battalion Headquarters 60 
Running an Engine on the "Soixante" 

By Traveling Engineer Van T. Sherman 63 

A Soliloquy of a Soixante Engineer 65 

Sorcy Railhead Operation By C. S. Elliot 66 

Wrecking on the Soixante By Master Engineer Fred Lang 67 

• • 68 

Telephone Communication 

Work of the Electrical Department after the Armistice — Technical 

History B V Chalmer G. Price 69 

Mechanical Department, 21st Regiment Engineers (L.R.) 

By Albert J. Link. M. E. 71 

Abainville Shops 



-3 



PAGE 



The Organization and Work of the Supply Department, 21st Engineers 

( LR ) ByM.E. James X . McLaren 76 

Standard Gauge Operation By C. S. Elliot 79 

The Orphan Regiment go 

Story of the President Grant Lt. A. C. Spurr's Diary Hi 

Hoo? By Garcia Ingells, Corp. Ord. 86 

Company A at Gerard Sas By Syt. Al. Hanson 86 

The Buck Private g~ 

As a Yankee Found It By Mechanic T. Johansen, Co. B. 88 

Behind the Hill at Cornieville gg 

Company's B's Wrecking Crew 90 

The Town Major By Lt. A. C. Spurr 90 

21st Light Railway Engineers p vt . Lester Gust af son 90 

War Time Railroading By 1st Sgt. Van T. .Sherman, Co. D. 91 

An Air Raid on Trondes By Pvt. Charlie Meyers. Co. D. 92 

A Hair-Raising Smash-Up By Pvt. S. G. Johnson. Co. D. 92 

Boche Bombs in Sorcv gg 

Dispatch Riding By the late Pvt. George T. Higgins, Co. C. 93 

Night Air Raids By Pvt. Harry B. Anderson. Co. E. 94 

The Falling of the Boche Plane By Pvt. William Livingston, Co. B. 95 

Handling Big Guns in the Bois de Hazelle 96 

Over the Top at Fort Gironville (The Motor Department) 

By Sgt. E. L. Taylor 97 
Lightless Nights at the Front 

By Master Engineer Fagan, Motor Detachment 98 

A Day's Work on the Soixante gg 

Following the Drive with Colored Troops By Srjt. Crane 100 

Track Laying in No Man's Land. Co. A 101 

Getting the Boche's Goat 101 

Night Work By Clarence I'. Hohert. Co. B. 102 

Helping Shell the Hun By Bartlett Schilling. Co. D. 102 

Comouflage By Capt. James P. Nash 10.3 

Touring France By Soixante. Co. E. 104 

A Hallowe'en Party, Co. A By Harry K. Underwood 105 

One on the Sam Browns By Esterberg, Co. A. 106 

Famous November First Adventure of Co. B By Sergt. Holmes 107 

A Hospital Experience 108 

A Permission By W. A. Stone 109 

In the Alps By IF. /. Garren 113 

C'est La Guerre By Sgt. Harry E. Steyert 115 

Our Hogs By John M. Patton. Co. E. 115 

Liaison with the French Artillery By Pvt. A. G. Winkler. Co. E. 110 

The Homesick Buck By Master Engineer Wikinson 116 

Mutt and Jeff the Tailors By W. A. Stone 116 

The Second Squad at Anancy Corporal Era] P. Baker. Co. B. 117 

Abainville to Sorey via Light Railway By Sgt. F. C. Lowman 118 

Metz 119 

The Charge of the Light (Railway) Brigade 120 

Our Bosom Friend 120 

An Ode on the Y. M. C. A By Lt. A. C. Spurr 120 

Athletics — 21st Regiment Engineers 121 

Football 121 



PAGE 

Baseball 121 

Basketball 121 

Boxing 122 

Track Meets 122 

Entertainment 122 

My Experience As a Prisoner By Lester P. Smith, Co. B. 126 

Capture By Henry D. Oliphant 129 

Prisoner's Experience ByM.E. W. T. Gilbert 132 

An Army Engineer's Romance 135 

The Officer's Mess By Lt. Spurr i:JT 

The Offer Was not Accepted 137 

Co. B, Adopts a Mascot 137 

French Wit 137 

Conflans to Le Mans By Sgt. II . E. Steyert 138 

The Unfounded History of the 21st Chement Fares (Light Track) 

By G. D. Ingelh 139 

The Battle of Boucq By Sgt. Al. Hansen 141 

How the 21st Put It Over on the M. P.'s By Pvt. Peter La Frankie 142 

Lt.-Col. Sam Robertson 11-2 

Lt.-Col. Slifer 143 

It's All in the Head 143 

Sunny France 144 

Safety First 1 44 

This Does Not Happen Often 144 

.American French 144 

A Dark Night 144 

A Faint Heart Never Filled a Spade Flush 144 

He'll Go Home and Say He Captured It 144 

Not Responsible After a Visit to Commercy 144 

Three Musketeers • 14.5 

The School of Experience 145 

At this Rate the Price of Doughnuts Should Rise 145 

A Misunderstanding 1 45 

All Men are Equal in an Air Raid 145 

Hard to Grasp 145 

Perpetual Motion 145 

Hard to Keep Track Of 145 

Well Trained 145 

Some Banquet • 145 

A Rookie Lieutenant 145 

Them Mules Must Be Fed 14(3 

He Believed in German Signs 14(5 

It Was Confusing • .. 146 

21st Mules By M ax Foster, Co. B. 146 

Verdundo Inferno By Williiam Enscore 147 

What We Called Our Railroad 147 

A Spy Hunt in the La Reine Forest, Co. A 148 

Souvenirs • 1*8 

The Moon Shines Bright and Still the Night Was Dark 

By Shilling, C. D. 148 

A Permission By G. D. Ingelh 148 

Poor Camouflage 1"*9 

Elementary Arithmetic 1*0 



in 



PAGE 

Cylinder-Bore Pants, a Sable in Flang By M. E. Wadsworth 150 

The Company Bugler By Bugler William Sutton. Co. M. 150 

Why the "Shockers" Stood Reveille. . 151 

The Franc Boys in Paris 151 

Cooties I Have Known By C. S. Elliot 152 

A Fool's Paradise B/j C. S. Elliot 152 

Sick Call 152 

Tile Shelling- of Boucq 153 

Relative to "Subs" By C. S. Elliot 153 

Addressed to Him Personally By C. S. Elliot 154 

Rookies' Night on the Front 154 

The Enemy Was Ever On the Lookout. . . .By Bartlett Schilling. Co. D. 154 

Ye Olde Pay Day By G. D. Ingells 155 

Our Introduction to Box Car Riding in France Gear, 3d Bat. Hdqt. 155 

Headquarters Company, 1st and 2d Battalions 157 

History of Co. A 161 

History of Co. B, 21st Engineers (Construction) Light Railway 163 

History of Co. C 166 

History of Co. D 169 

History of Co. E 173 

History of Co. F 174 

History of Headquarters Detachment, 3d Battalion, 21st Engineers. . . . 177 

History of Co. G, 3d Battalion, 21st Engineers 181 

History of Co. H, 3d Battalion, 21st Engineers 182 

History of Co. I, 21st Engineers 184 

History of Fourth Battalion, Headquarters' Detachment 186 

History of Co. K 189 

History of Co. I, 191 

History of Co. M 193 

History of Co. N 194 

History of Co. O 196 

History of Medical Detachment, 21st Engineers 199 

History of Medical Detachment, 3d Battalion 200 

History of Medical Detachment, 4th Battalion 200 

History of the Band By Lt. Spurr 201 

The Shock Troops (Engineering and Survey Detachment), 

By John C. Coyle 203 

History of Motor Detachment 206 

Motorcycles 207 

Regimental Post Office By H. A. Glares 207 

A Night in the Argonne By Pvt. L. A. Lunsford, Co. A. 208 

The Wire Tappers By Bartlett Schilling, Co. D. 208 

Notes on Light Railway Motive Power and Rolling Stock 209 

Rolling Stock 210 

How Company O Went A. W. O. 1 211 

Company A Leaves the Argonne 211 

A Lucky Chance By Bartlett Schilling, Co. D. 212 

The Move to the Argonne 212 

Under Shell Fire at Dead Man's Curve ■ 213 

Citations Received by the 21st Engineers 214 

Historical Staff, Twenty-first Engineers 218 

Roster of the 21st Regiment Engineers (Light Railway) 219 




LIBRARY OF CONGRESS 



020 935 601 6 



8 







I* 



HHHH 










islpKitlllllll 



liPPiiiiiSiipilsliis 




'm V J1111 

1 I ■ ^r MmMRI 111 



WKk ^ i 



II1II 



iBiiiiiliiii 

I 

■ 









iilllli 



::■,:., 



ISlliil 



«H 



1111 



W« : v»l^ 



lltl§ 



m 



§1 



m 



■I 



1 



ill 



lltiiltlilftlillt 

* X x V I - 1 1 



ill 



HHH 



■ 



S M::v : '::|: 

ill! 



ililllwillii 



lwllllllllll«llll 
IBlllllr^ 



IIP 



11111111 

11K1111 



mm 



; 






iiiiiii 



